02 December 2019

Good Friends


We have known George and Sue Ann for a long time.  In fact, they are the oldest friends we have.  I first met George when he came on the tanker crew I was on; that was in the Spring of 1964.  George was the copilot and fresh out of pilot training, along with the usual stops for KC-135 upgrade and Survival training. 


Our boss was an old hand in the flying game; he had flown B-29s and some other aircraft  before getting to the KC-135.  His name was Ernest P. Vicchio, and he was a senior captain, not far from becoming a major.  George always referred to him as “Ernie.”  Not to his face, of course.

We were a good fit.  Everyone got along well and knew their jobs.  George was a competent copilot and a gregarious soul.  George was then a young bachelor.  I was newly married to Linda; we hadn’t been married a year at that time.  After our first ground alert tour of duty I invited George to our house for a late breakfast of pastries and coffee that Linda had put together.  Apparently our hospitality made an impression on George because he would recall that morning many times over the fifty-plus years we knew him.

I knew that George had been dating a very pretty Air Force nurse; Linda and I had met her once or twice.  She was impressive; she and Linda hit if off from the start.  We double dated once or twice.  A little more time passed; we had to fly to Spain and spend a couple of weeks refueling B-52s on airborne alert.  It was George’s first TDY (temporary duty).  We did the usual things for a trip to Spain:  flew a lot and took whatever chances we could to take a bus to Madrid to take in the sights.  

Sometime during the two weeks in Spain, George had a serious chat with me.  His relationship with very pretty Air Force nurse was becoming more serious.  They were thinking about marrying.  George asked me what I thought.  I told him that I thought that marrying Sue Ann would be great choice.

George proposed; Sue Ann accepted.  Time passed.  Plans were made.  Our daughter, Krista Lynne, was born.  Their wedding was held in the Ellsworth Air Force Base Chapel; that was far from the homes of both George and Sue Ann; the hospital commander, a doctor, stood in for Sue Ann’s father and gave the bride away.  Linda and I were part of the wedding party.  That was in 1965. It was a great time.

More time passed.  We got a new boss; our new pilot was a “good ol’ boy” by the name of Ernie Davis.  We were tagged for a special mission to Guam; we had to fly out to California and join another crew.  Our task was to fly a load of cargo for B-52s flying out of Guam.  The day before our mission was to launch, we all went to San Francisco to take in what was then becoming a habitat for Flower Children.  Our pilot led the expedition since he had recently come from the base we were launching from.  Our crew got the second leg of the flight from Hawaii to Guam; it was a night crossing over a stormy Pacific Ocean.  It kept George and me busy all night long.  George and I were having some recollections of that trip just a few days before his passing.

Soon after we got back to Ellsworth, George was assigned to another crew.  The people in charge were impressed with George’s performance and started the grooming process that would take him from being a copilot in the right seat to pilot-in-command in the left seat of the KC-135.

George and Sue Ann were instrumental in helping Linda and our children while I was on a year assignment to Southeast Asia. Sue Ann and Linda always had been close, especially then.

Over the next five years, or so, George became an aircraft commander, and later, attended flight instructor school for the KC-135.  He was a member of the initial group that opened a new squadron of airborne command post operations at Ellsworth.  He was instrumental in my returning to Ellsworth after my year in Southeast Asia. 

He had his own overseas assignment, but not to Southeast Asia.  His was a “career broadening” assignment to the air defense business.  It was a non-flying job and ended with a remote assignment to Galena, Alaska, on the banks of the Yukon River.  He returned to the airborne command post at Offutt and began a career that took him to a job in the Pentagon. Along the way, six children were born to George and Sue Ann.

I retired from the Air Force; George retired also.  Yet we kept contact over all the years.  We visited George and Sue Ann; they visited us.  We met in Hawaii twice in a kind of reunion and enjoyed ourselves immensely.  By that time the wear and tear of time was taking over all four of us.  We never visited again, but we kept in contact.  At some point, I can’t recall now, George mentioned that he had ejected from a crippled T-33 while in pilot training.  That qualified him as a member of The Caterpillar Club, but I don’t know if he ever made a membership application.

November 18th was the last time I will ever get to talk to George.  He was the same jovial guy I had known for over fifty years.  I guess that was a good way to end a friendship.

03 May 2019

Hele on to Kaua'i

We have visited four of the major islands of Hawai'i: Oahu, Maui, Hawai'i, and Kaua'i.  Kauai the oldest of the main occupied islands that make up Hawai'ian Archipelago, and it is our favorite.  It is also the most heavily eroded -- but then some five million years of exposure to the sea and wind will do that to you.  Kaua'i is rugged, to say the least.  The only road way to speak of follows the coast line, more or less, from Ha'ena on the northwest side of the island clockwise to the US Navy's Pacific Missile Range Facility at Barking Sands on the southwest side of the island.  The sheer face of the Napali coast (Napali means "the cliffs" in the Hawai'ian language) prevents the road from encircling the island.


Kaua'i is further along than the other bigger islands in the process that will ultimately reduce them all to low coral atolls, but its highest peak, Mt. Wai'ale'ale, is still some 5000 feet above sea level.  Unlike some of the newer islands, you don't see black sand beaches on Kaua'i—at least we didn't—although there are some gray beaches around Port Allen that are the result of mixing volcanic black sand with the whiter stuff; the whiter stuff being the result of coral and sea shells having been ground into small bits by erosion and parrot fish poop (white sand is parrot fish poop, believe it or not).  The fact that it is further along in the erosion process is what makes it so rugged and much of it nearly inaccessible. 

The view of Kaua'i here was taken by an astronaut aboard a space shuttle a few years ago.  In it you can clearly see Waimea Canyon on the western side of Wai'ale'ale.  It is a rift zone that didn't quite get to the point of shearing off and falling into the Pacific Ocean.  To the west of Waimea Canyon, where the white strip of beach stops, is the Napali Coast:  sheer cliffs that rise a couple of thousand feet above the ocean, deeply eroded, and covered in lush vegetation.  On the north shore, to the west of Hanalei Bay, is Tunnels Reef.  Tunnels Reef is that last little bit of what appears to be land jutting out into the Pacific Ocean.  It's really a reef and, reportedly, the best snorkeling on the island.  Unfortunately, we didn't get to confirm that.  On the day we visited that part of the island the Pacific Ocean was crashing over the reef and making conditions inside the reef favorable only to surfers.


I'm not a fan of helicopters, usually.  They tend to be noisy, the ride is choppy—and they don't glide very well.  Still, they have their good aspects.  Kaua'i is best seen from helicopter.  It didn't take much convincing to get everyone on board for a helicopter tour of the island, and Blue Hawai'an had a chopper big enough to take six people on a tour.  Much to my amazement, the Eurocopter Eco Stars that Blue Hawaiian flies are much nicer than the military helicopters I'm used to.  It was an exciting 50 minutes or so circling the island.  On days when the weather permits, they take you to the top of Mt. Wai'ale'ale so you can see the beauty of 3000 foot cliffs and waterfalls everywhere.  The waterfalls are always flowing, thanks to an annual rainfal of 400 to 500 inches.  I wonder how many days there actually are when you can fly over Mt. Wai'ale'ale.

Kaua'i is called the Garden Isle because agriculture is—or was—the main industry.  Sugar cane was grown all over the place where you could plant the stuff.  Unfortunately, lower priced competition slowly strangled the sugar cane industry so that there is no commercial operation still operating.  No matter, the sugar cane hauling bridge over the Wailua River is getting an upgrade.  Talk about timing!  I suppose the renewed bridge will have a function, however.  The traffic of so backed up on the one main road that they have "contra-flow traffic" between Lihue and Wailua.  Contra-flow traffic means that the center lane of the three-lane road is open to southbound traffic in the mornings and open to northbound traffic the rest of the day—weekends and holidays excepted, of course.  Someone gets paid to go out there every morning and set up traffic cones to mark the center lane as southbound and then remove them around noon.


Still, Kaua'i remains the Garden Isle.  Coffee is starting to take over from sugar cane in some of the drier parts of the island.  Coffee grows in semi-arid conditions and all the large islands have micro climates that result in there being a rainy side and a dry side to each.  The east or windward side of all the islands is the rainy side and that's what you see in most pictures you see of Hawai'i.  The west sides are pretty dry—dry enough for coffee, cactus and agave to flourish.  Don't believe me?  the thing that looks like a tree in this picture is really the flower stem of an agave plant.  The Mexicans make tequila from agave plant, but, so far, no one has tried to do that on Kaua'i.  They do however, have a distillery that makes rum.  Pretty good stuff too.  Look out Puerto Rico.  Rum, by the way is made from sugar cane so that industry might see a come back.


This particular scene is on the south side of Kaua'i where it is drier.  The place where this picture was taken is at an overlook to an ancient lava tube called Spouting Horn.  This isn't the only lava tube in the islands that spouts seawater from the crashing surf, but it likely is the biggest.  Actually, there are two lava tubes, but only one spouts now.  Way back when sugar cane was king, some sugar grower dynamited the other lava tube because its salt spray was damaging his sugar cane crop.  Now its more like a big saltwater pool in the lava that rises and falls with the surf and tide.


Since this is on the south side of the island, the wind and surf don't pound like they do on the east side, where our condo was located.  They have some pretty good snorkeling and the fishing is pretty good too—or so I am told.  This fishing boat went out less than a quarter mile before dropping anchor off Spouting Horn.  There are lots of good game fish as well as food fish in these waters:  ono, opah, ahi, opakapaka, just to name a few.  For a long time I didn't understand why the yellowfin tuna was called ahi (ahi means "fire" in Hawai'ian).  I finally learned that back in the old days, when Hawai'ians fished from canoes with a bone hook and twisted coconut fiber fishing line, when they hooked a yellowfin and it made a dash for freedom the fishermen would hold the line against the edge of the canoe to give the fish more drag to pull against.  The yellowfin run was so powerful that friction would make the edge of the canoe smoke from the force and speed of the run.  So the yellowfin became ahi, fire, because of the power of its run.  Now you know.


As far as snorkeling goes, I agree that you get to see a huge variety of fish in the reefs.  We saw lots of tang, surgeon fish, goat fish, angel fish, and the famous Humuhumunukunukuapua'a.  Oh, yes, and some pufferfish too.  The water was pretty clear and Poipu Beach and the sand slopes gently into the water.  We heard that the water was clearer a day or so earlier, but conditions the day we were there were pretty good by any standard I'm used to.


Since tourism is the main industry in Hawai'i nowadays, everyone seems to be trying to rebrand what once was into something to catch the tourist eye.  The sugar plantation at Kilohana is a fine example of that.  The centerpiece is the 16,000 square foot mansion that sugar baron Gaylord Park Wilcox had built in the 1930s.  It was a three bedroom affair and all three bedrooms were expansive, to say the least; they take up the whole second story.  All the rooms are large, and the fine dining restaurant, Gaylord's, takes up most of the ground floor level.  The grounds are spacious, but that is only a small part of whole spread.  This was a sugar plantation and it is situated on the slopes of a volcanic cone that rises above the floor of an ancient volcanic caldera that is miles in diameter. 


Nowadays the current owners are developing various orchards of citrus, bananas, papaya, rambutan, lychee, and other tropical goodies.  I have been familiar with rambutan for some time. I first encountered them in Thailand; the Thais were selling them and eating the the white pulpy berry that hides under that red hairy husk.  I didn't know what they were called and simply called them "hairy berries."  Turns out that rambutan is the Malay word for "hairy."  They are related to lychees and have a similar flavor.  Pretty good, but a little work getting them out of their wrappers.

Since this was a plantation and wide-spread, there was a narrow gauge train that ran through the property and assisted in most aspects of the crop cycle.  It certainly was used during the harvest; mature sugar cane is a huge grass and heavy.

01 March 2019

Fighter Drags


Before the introduction of the KC-135 there was the propeller-driven KC-97 (an adaptation of the Boeing B-50) that refueled bombers.  Strategic Air Command (SAC) needed the KC-135 to fulfill the needs of its bomber force.  The KC-97 was limited at best in taking care of B-52 and B-47s; it could not accommodate B-58s at all.  The KC-135 was compatible with the B-52 fleet, and it could easily take care of the aging B-47 fleet as well as the supersonic B-58 fleet.  The KC-97 could not do that. 
KC-97 with B-47
SAC bombers all air refueled by means of a rigid “flying boom” that was controlled by a boom operator.  The Boomer literally could fly the air refueling nozzle to the air refueling receptacle of any of the bomber aircraft and engage the air refueling contact necessary to pass fuel from tanker to bomber.  The Boomer also could trigger a disconnect between tanker and bomber if necessary.  Triggering a disconnect was almost always the result of the bomber flying into an unsafe position behind the tanker.

But fighters needed air refueling also in order to be quickly deployed to forward operating bases in Europe and the Western Pacific.  The term "fighter drag" appeared in air refueling lexicon about the time the Boeing KC-135 became widely used to get fighter aircraft across oceans to either Europe or to the Western Pacific.  Before the KC-135 became available, fighters crossed the oceans by relying
KB-50J
on the fuel supplied by propeller-driven tankers, mainly KB-50s.  The propeller-driven aircraft could not transfer much fuel to the fighters, and they could not fly at the cruise speeds the fighters needed to fly at.  The solution to those problems was for the fighters to hop from one formation of KB-50s to the next at intervals close enough to be reasonably sure that the fighters could safely land someplace if they missed an air refueling.  The air refueling was conducted with the fighter just above stall speed and the KB-50 flying at its max airspeed and in a descent.  It was a dicey way of getting across the Atlantic Ocean, but it worked pretty well.  The introduction of the KC-135 jet powered tanker changed the way fighters conducted aerial refueling.

My first fighter drag involved moving a squadron of F-104s from George AFB, California to Morón Air Base, Spain.  It took place in January, 1964.  The tanker force of six or seven KC-135s staged out of Altus AFB, Oklahoma.  The plan was for each KC-135 to depart Altus at fifteen minute intervals, starting at about 1900 local time.  Each tanker flew out to about Tucumcari, New Mexico, and
effected a rendezvous with a flight of four F-104s and a spare.  Then it was a dash across the USA toward Fredericton, New Brunswick, where the fighters would be handed off to another set of KC-135s for the trip across the Atlantic Ocean to Morón.  It would be a challenging flight for the F-104 pilots:  ten hours sitting in the cockpit of the F-104 in an anti-exposure suit that had to be worn over normal flight clothing.  The anti-exposure suit, aka “poopie suit,” was to give the pilot some survival time in case he had to eject over the frigid Atlantic Ocean.  It was so much of a challenge that Tactical Air Command (TAC) had conducted a test mission of ten hours duration over the western USA as part of the planning phase for the mission.

We departed Altus close to 2000 local time.  Soon after level off we were in radio contact with our receivers.  The rendezvous went as planned.  Coming head-on we were closing at somewhere around 800 knots. At 21 nautical miles separation, we started our turn to the receiver heading; we rolled out two miles or so ahead of our flight of five F-104s.  “Push it up” came the call from the fighter flight leader; we accelerated to air refueling speed for the F-104 (a bit over 500 knots true airspeed).  We would cruise with the F-104s at that speed all the way to the rendezvous point over New Brunswick where the tankers that would take four of our F-104s across the Atlantic waited.  Somewhere prior to the rendezvous with the second flight of tankers, the fighter flight lead would decide who would be making the trip across the Atlantic.

As soon as the receivers joined with us they each took on fuel to top off their tanks and verify that their air refueling systems were in working order.  All of the F-104s took fuel as planned.  I made a log entry for the completion of the first A/R and noted the instrument readings.  The Doppler ground speed was off the scale at over 700 knots, and the Doppler drift angle was almost zero.  In short, we had a jet stream blowing on our tail that was in excess of 200 knots.  It would take us about two hours and forty minutes to travel the 1900 nautical miles, or so, to Fredericton New Brunswick.  Surprisingly, we experienced little to no clear air turbulence enroute.

Over the next two and a half hours, we listened to the HF radio traffic for updates from TAC headquarters.  TAC was trying to be on top of this operation as much as it could.  We refueled the F-104s a couple of more times; F-104s are notoriously short on range and the objective was to keep them near full tanks so that their range would be about as great as physically possible.  As we neared Ohio, the fighter flight lead made his decision as to who would drop out of the formation and land.  The rest topped off one more time not long before we came within UHF radio range of the tankers who would be taking the flight of four across the Atlantic to Morón.

The eastern horizon was brightening just as we started the rendezvous with the hand-off tankers.  The pilot handed the UHF off to me and I set us up for a Point-Parallel Rendezvous.  The count down from seventy nautical miles down to tanker turn range went quickly, and we were less than two miles behind and below the hand-off tankers when the fighter flight lead told his new tankers to “push it
F-104C flight of four
up,” i.e., accelerate to air refueling speed.  We watched the F-104 flight of four climb the 2000 feet to the altitude of the tankers that would escort them the rest of the way to Spain; we started a descending right turn and headed for our landing at Westover AFB, Massachusetts.  Next day we were briefed on the outcome of that operation we had been a part of.  The F-104s made it to Morón in record time, but it was still a ten hour flight.  The ground crews had to help the pilots out of their cockpits; sitting in one position in a cramped F-104 cockpit for some ten hours turns out to be an ordeal.  We then returned to our home base of Ellsworth AFB, South Dakota.

Going West

The next fighter drag came just four months later.  We were tasked to take four F-105Fs to Guam.  This was not going to be as elaborate as that deployment to  Morón, but it involved two tankers because the F-105F had a higher fuel consumption  rate that those F-104s.  Of course, the Thuds were larger and could fly a lot farther than the -104s without needing refueling.

Our staging base for the operation was March AFB, California.  We arrived Sunday afternoon; the operation would commence the next morning, as soon as we were assured that the F-105s were ready to depart George AFB.  We were to rendezvous at Santa Barbara VORTAC and take the Thuds on the first leg of the trip to Hickam AFB, Hawaii.  We took off and climbed to air refueling altitude; we were approaching Santa Barbara VORTAC when we got our first call from the Thuds; they were airborne and on their way.

Using the same Point-Parallel tactic we used with the F-104s, we headed toward the Thuds; since we both where using distance information from Santa Barbara VORTAC, determining the proper turn range was pretty easy.  In addition, the lead Thud pilot gave us some coaching to expedite the join-up.  By the time we got back to Santa Barbara VORTAC we were joined up.  We were lead tanker and the accompanying tanker was echeloned off to our right a mile or so.  The Thuds pulled up behind us for their first A/R; we needed to make sure all systems were “GO” before we committed for Hickam.  The first Thud pulled up behind the boom nozzle; “I’ve never done this before,” he announced.  He quickly added that this was his first time behind a KC-135, but he had lots of KB-50 experience.  Refueling from us surely would be easier than from a KB-50.  It was.  The boomer plugged him; the Contact Made light came on and we started pumping.  About ten thousand pounds of fuel later he told us he was full and disconnected.  Thuds took a lot more fuel than F-104s did.  The next Thud jock pulled up behind us and quickly took his on-load also.  Piece of cake.  The other tanker had a similar experience.  Hickam, here we come.

The Thuds hung off our wing tips in a loose formation.  Thuds had an autopilot, and that made keeping in formation easier.  They also had a fancier navigation system than the F-104s, so I made it a practice of giving everybody a positional update, whenever I took a celestial position.  Things were going well.  The Thud pilots were especially happy that they could fly off our wings rather than having to hop between KB-50 formations and go through all the ordeal of descending, flying just above stall speed, and then climbing back to cruise altitude.


Enroute formation on a clear day

Our planned route of flight had us flying from Santa Barbara VORTAC to Hilo ADF and then to Hickam.  As we neared Hilo, Honolulu Air Traffic Control started vectoring us for Hickam. The Thuds were out ahead of us, having taken their final air refueling; the objective was to get them on the ground ASAP.  We flew up the chain of islands from Hawaii (The Big Island), to just west of Maui, past Lanai and Kahoolawe, up the west side of Molokai, and into the traffic pattern for a straight-in to Honolulu International.  You pass over the entrance to Pearl Harbor just before you reach the runway threshold for landing at PHNL.  We landed, taxied in and parked; the four F-105Fs were already parked and their two-man crews had gone to mission debrief with the aircraft ferry function that oversaw fighter moves like this.  Turned out that the birds were consuming more fuel than the single seat –D model Thuds, but that made sense because the fuselage of the F-105F was about five feet longer than the F-105D and the tail fin and rudder were taller and larger in area.  In addition, the F-105F was nearly 2000 pounds heavier than the F-105D.  That could be a concern on the next day’s flight from Hickam to Anderson AFB, Guam.  On top of that, the headwinds had been stronger than expected, and the air temperature at cruise altitude had been higher than expected; those factors also resulted in the Thuds consuming more fuel than expected.  The outlook for the next day’s trip to Guam was no more promising.

The pilot decided we need to load more fuel for the trip to Guam, but that was problematic for us because we were getting close to max gross weight for the weather conditions we were facing.  The pilot requested a fuel load that was expected to get us to Guam with no problem, but it would be a long takeoff roll.

After a quick trip into Waikiki Beach to check out what Fort De Russey had to offer, and go look at the (then premier) Royal Hawaiian Hotel, we headed back to Hickam for a fairly early launch.  Next morning we did a joint brief with the Thud crews and ironed out a few details of the mission.  The weather was less accommodating than expected, again, in that air temperatures were still high, and the winds at altitude were even worse than they had been the day before.  We had a major from the fighter ferry group riding along with us as an observer.  It was his first time on a KC-135; he sat in the jump seat between the pilots.

Procedure was planned for both tankers to launch, followed immediately by the four Thuds.  Standard noise abatement procedure for just about all departing aircraft was to initiate a right turn immediately after gear up so as to avoid flying over Waikiki Beach, which was on the runway heading, if you held the runway heading long enough.  It was usually doable, but on that particular day, a combination of air temperature, wind direction, high gross weight, and aircraft under performance caused problems.

We took the runway and the pilot brought up the throttles to takeoff power.  The water injection kicked in just as it should have, and we started our takeoff roll.  The fighter jock observer was used to 5000 foot takeoff rolls; when we rolled past the 5000 foot runway marker and nowhere near rotate speed, he took notice.  As each runway marker went by and we were still accelerating to takeoff speed, the fighter jock observer became more and more concerned.  The end of the runway was looming and we still hadn’t rotated.  The fighter jock observer was trying to get out of the jump seat.  Finally, we had rotation speed as the 1000 foot marker went past.  The KC-135 lumbered off the runway and reluctantly began to climb.  We were supposed to begin a right climbing turn before we reached Sand Island Coast Guard Station; that wasn’t going to happen; we were still trying to accelerate.  We thundered over Sand Island with the water injected engines screaming and spewing black smoke.  I got out of my seat to watch the terrain go by beneath us.  Finally the pilot had enough airspeed to begin a right turn; way beyond where we should have started turning.  I looked out the copilot side window as we passed over Fort De Russey; people were looking up at us as we roared overhead, very low.

After we completed the departure right turn, the pilot called the command post at Hickam to tell them what happened.  They already knew.

We climbed out, headed for Wake Island, about 2000 nautical miles to the west.  The Thuds climbed out behind us and were flying wing formation with us before we leveled off.  After we leveled off and reached a cruise speed of 500 knots true airspeed, the Thuds came in for their first air refueling; all air refueling systems worked and we were on our way.  Johnston Atoll, a little over 700 nautical miles to the southwest of Hickam, was the first abort base for the Thuds after we got too far west of Hickam for a safe return there; then Midway was enroute abort base for a short time as we neared longitude 180.  After that, there was no abort base until Wake Island was within range of the Thuds.

About an hour and a half after departing Hickam we were abeam Johnston Island.  Wake Island lay three hours ahead of us.  Out ahead a huge patch of towering cumulus appeared on the horizon; most appeared to top out above thirty thousand feet.  As we got closer I studied the mass of clouds with radar, trying to find a way around it.  No such luck.  We were cruising at around flight level 270, i.e., well below those the tops of those cumulus.  Only one thing to do: pick our way through the mess.  Fortunately, the clouds had not yet blown up to the point of lowering visibility at our flight level.  There was lots of clear space between the cumulus clouds.  For what seemed like an hour, but probably no longer than twenty or thirty minutes, we turned one way and then another avoiding flying our six aircraft formation into one of those things.  And then we were out of that patch of sky and the way ahead was clear again.  The Thuds took on fuel.  It was still a couple more hours to Wake and then three hours to Guam.  Our fuel state was beginning to look pretty iffy.  The headwinds were still stronger than expected, the cruise altitude air temperature was still higher than expected, and the F-105Fs were still using more fuel than expected.  We also were going to have to refuel the Thuds twice more to get them to Guam. 

Approaching Wake Island, we topped off the Thuds again; the handwriting was on the wall:  someone was going to have to land at Wake to refuel.  The pilot, along with the pilot of the other KC-135, had a radio discussion with the Thud flight leaders.  The Thud flight leaders pleaded with us not to force them to land at Wake.  To do so meant a substantial risk that they would be stuck on Wake for at least a week.  First, the Thuds couldn't reach Guam from Wake without an air refueling, and if any of the Thuds experienced maintenance problems on Wake, help would take days to get there  and there was still the need for an air refueling to get to Guam.  The debate concluded and the pilot decided we would take the Thuds an hour past Wake and top them off at that point.  We would them give them a heading for Guam (which was still two hours away at that point) and they would proceed to land at Anderson AFB.  Both tankers would return to Wake and take on enough fuel to fly to Anderson and continue the mission.

So off we went an hour past Wake – and an hour closer to Guam – gave the Thuds ample margins of fuel for the two hour flight, and turned back for Wake.  Oceanic Control was duly informed of the change of flight plans and we headed back to Wake.  A long enroute descent later we touched down at Wake Island.  First (and only) time I landed on a coral atoll.  


Wake Island is more than one island. The main part of the atoll is crescent shaped, with the runway on the southern-most part of the crescent.  The rest is space for a few buildings, aircraft parking space, some loran radio antennas, some comm radio antennas, and other stuff needed to operate a really remote airport.  We deplaned and got a ride to base ops while the ground crew set about pumping sufficient fuel to get us to Guam with necessary reserves.  The pilot’s first act was to contact the SAC command post at Hickam and inform them of the deviation from plan.  He talked to one of the NCOs; when he passed the news about our deviation he said he could hear the NCO yell to the officer controller that “the fighters are on Guam and the tankers went to Wake.”

We filed a new flight plan to Anderson AFB, Guam, and went back out to the aircraft to wait for completion of the refueling.  What a flat windy place Wake Island is.  I took my camera and took one shot facing east and another facing west.  That’s it.

We boarded the aircraft, cranked engines, and got under way again.  It was a bit under three hours to Guam.  The sun was nearly set when we taxied in and parked.  The Thud jocks were waiting for us with beer and a lot of gratitude.  Things had worked out fairly well, in spite of circumstances.  Tomorrow called for taking the Thuds about half way to Kadena Air Base, Okinawa, giving them full tanks and returning to Guam.  Mission accomplished.

Well, not quite.  Those Thud jocks had been talking to their wing commander about the wonders of the KC-135 and what it could do, including the episode where they were not forced to land at Wake and rot for a week or more.  Further, a plan was hatched to have at least one KC-135 fly to Kadena and provide air refueling training for the whole wing.  SAC was okay with all that.  SAC was at the time developing a forward operating capability at Kadena in order to support B-52s, RC-135s, and KC-135s.  There would also be A-12s and SR-71s but nobody knew that in the spring of 1964.  In any case, one of the two tanker crews was going to get to spend a few days at Kadena providing an awesome experience for every fighter jock who could get on the schedule.

Next morning, as planned, the two KC-135s departed Anderson AFB, followed by four F-105Fs, for the last part of the ferry mission.  About half way along the route, near a coral atoll then named Parece Vela, the four Thuds took on some fuel and departed the tankers for their final destination.  The other tanker crew departed the formation, and we proceeded on to Kadena behind the four Thuds.  When we arrived in the traffic pattern at Kadena the four Thuds were still in the traffic pattern showing off their new toys.  We landed and met with members of the local SAC staff about what was going to happen next.  Basically, no one had any plans for what to do next.  So we checked in with the fighter squadrons to see what they had in mind.

The one overriding objective of a KC-135 being on Okinawa was to provide as many fighter pilots as possible refueling practice with a tanker that could escort them for long distances and provide multiple air refuelings.  The fighter jocks provided us with some charts of the KB-50 “anchors.”  Okay, that was a start, but KB-50s on their best day could not fly at even half the speed of a KC-135 – and the KC-135 flew and refueled at much higher altitudes.  Those puny “anchors” were not going to cut it.  We were making things up as we went along.  In the end, we took off and flew out to a TACAN fix and let the fighters just come up and join with us.  It worked out pretty well.  It was almost the tactics we would be using a year or two later when the war in Southeast Asia started heating up.  Most of the fighters that came to practice on us were F-105Ds because the 18th Tactical Fighter wing was equipped three squadrons of them.  Along with the Thuds was the 15th Tactical Reconnaissance Squadron, equipped with RF-101s.  They would be doing temporary duty in Thailand at places like Takhli and Korat.

The first day we flew two sorties; both sorties saw lots of activity.  At one time we had 26 aircraft waiting to take some fuel or just tagging along with the gaggle.  And there were the show-offs.  One Thud jock took his departure after refueling by executing barrel roll around us.  Another rolled inverted and flew along for several seconds before executing a Split-S away from the gaggle.  One Thud jock tested us:  he wanted to know if we could afford some extra fuel, say, a ten thousand pound onload.  The pilot offered him twenty thousand pounds.  His tanks couldn’t hold twenty thousand pounds.  We also discovered a problem refueling RF-101s.  They had their air refueling receptacle on their dorsal center line about half way between the canopy and the vertical tail.  They had to fly up to some semblance of a contact position and wait for the boomer to plug them.  Not only that, the A/R receptacle was a small target and plugging it was a challenge because the RF-101 pilots had no good reference point to fly off of and were constantly moving around.  Another RF-101 jock pulled into pre-contact position and told the boomer that he had never done an air refueling before and wanted to know what he needed to do.  The suggestion from our end was to try some likely switches and see what happened.  A running commentary from the boomer hinted that the RF-101 jock was trying every switch in the cockpit:  “speed brakes open; they’re close; running lights on; they’re off; A/R receptacle just popped up...”  After the boomer told him the A/R receptacle was open the RF-101 jock reported he had a blue light on his panel.  The boomer told him he was in business and come on in.

We tried to get two sorties a day in for the next couple of days, but stormy weather lead to several cancelled sorties.  As the weekend approached, we made our plans for return to Ellworth.  On a Saturday morning in April we departed Kadena, direct to Hickam; it was an eight and a quarter hour flight.  When we landed at Hickam it would be Friday evening because we had re-crossed the International Date Line and dropped a day.  It was dark when we touched down at Hickam.  The next evening we departed Hickam for Ellsworth.  It had been a busy week.

We didn’t know it then, but our week taking four F-105Fs to Kadena portended what would be a regular occurrence two years hence.  All the tactics published in the SAC Tactical Doctrine that dealt with air refueling fighters was pretty much out the window, at least in a combat environment that was the case.  A combat environment meant lots of adaptation to the demands of the mission and getting the job done.  Innovation counted in so many ways as tactics were developed.  In a combat environment GCI radar sites usually got tanker and fighter formations joined.  The term “anchor” took on a new meaning for everyone involved in air refueling combat loaded fighters.  Large effort missions required all the tankers to have all receivers (fighters) to be in visual contact and heading the same direction at a specified point in space.  Getting the job done and done well was primary.

27 February 2019

Hanner's Complete Food Market


It looks like late winter around 1955.  The panel truck delivered
grocery orders to people who phoned in.  Today's on-line
grocery order system is just an update of this earlier scheme.
You don't see much store front advertising in today's world.
That is what my father and his older brother decided to call their businesses when they opened it in the Spring of 1954.  They bought the business from their employer, Charles H. Payne, and essentially continued to do what C. H. Payne had been doing at that location since the Great Depression:  selling groceries and meats.

Look at those prices.  This ad
looks like it for warmer months.
Dad and my uncle Herb had bought the meat business and the grocery business, respectively, and operated both businesses in the same building.  They did not buy the building itself; C. H. Payne and his heirs owned that and rented it out to my Dad and uncle. The only equipment Dad and Herb bought was the already existing fixtures in the building.

Dad and Herb had worked for Charlie Payne, as they called their employer, since the years of the Great Depression.  At that time C. H. Payne Grocery did business at three locations in Bloomington, Illinois:  One store somewhere on Locust Street; one small neighborhood store on South Main Street at the corner where Lincoln Street crosses it (as best I can recall); and the store at 918 West Market Street.  

Some time around the beginning of WW II Charlie Payne closed the stores on Locust and South Main Street and focused on the remaining store on West Market Street.  I know that the West Market location was very much larger than the store on South Main Street because I had been in that store as a small child and it seemed small to me.  On one trip to the store, after hours, Dad and another employee were after a rat that had come into the building.  I still remember them poking under some of the racks in the back room and the rat bounding out and holing up somewhere else in the store.  To a small kid that was a big rat.

In C. H. Payne's employ, Dad managed the meat market and Herb managed the grocery business.  They were open six days a week, Monday through Saturday.  They opened at 6:00 AM and closed at 6:00 PM Monday through Thursday, and stayed open an extra three hours on Friday and Saturday.  On Sunday the store was closed.  They were also closed for New Years Day, Memorial Day, July 4th, Labor Day, Thanksgiving, and Christmas.  That practice continued when they became the business owners.  

Outside of family members no one knew the arrangement between the brothers; it just looked like one fairly large store to the customers.  Dad and Herb had some agreements about those items that would lead to competition between the two businesses.  Dad sold some butter and a few other items that were also grocery items; Herb sold frozen turkeys and a few other meat items.  It seemed to work out pretty well.

I started working, part time, in the meat market the summer I was 14 years old.  I continued working there, part time, until the summer I was 20; I went into the US Air Force at that point.  In those six years I learned a lot, but that is in retrospect.  At the time it was just doing the work that goes on every day in a meat market.  

Being a kid with no knowledge of meat cutting, I did all the crappy little jobs that had to be done.  Every evening at closing time I had a bucket of scalding hot water, with a big shot of ammonia added to it, and proceeded to clean up all the meat cutting equipment:  the lunch meat slicer, the big band saw, and a meat tenderizer that had two big opposing rollers bristling with small sharp cutting edges.  I swept up the pine sawdust that covered the floor and raked out all the paper and other debris that had fallen into it during business hours.  The sawdust (small wood chips, really) was put on the floor to keep meat fat and blood from soaking into the hardwood flooring.  It made the floor kind of slippery.  I also cleaned the glass windows on the inside and outside of the meat display cases.  On Saturday night I swept up all the sawdust, threw it in a large scrap barrel, and put down fresh sawdust for the next week's business.  I also cleaned a very large, heavy, meat grinder after it had been used, wiped down all the knives, and scraped the meat block of its excess fat and blood accumulations.  

Speaking of heavy things, it fell to me to go to the basement walk-in cooler to lug 50-pound bags of chipped ice to the poultry and fish cases to make sure that the chickens and fish were properly chilled.  That was not easy for a skinny 14 year old kid.  During business hours I also was responsible for doing chores like keeping the sliced lunch meat case filled and fairly neatly arranged.  At Dad's direction, I also ground beef and pork scraps into hamburger and pork sausage and filled long pans with the stuff; those pans went into the meat case, side by side.  People bought the product bulk; it was put into paper meat trays and wrapped with white butcher paper.  I generally kept the meat cases stocked with whatever was running low.  However, at least at first, I was not allowed to use the band saw for cutting meat.  I don't recall ever being allowed to break down primal cuts of anything on the band saw.  The skilled meat cutters did that:  Dad and one full-time employee.

That scene is like just about every food market I have ever been in, the store is laid out with grocery items in front and the meat counter at the back of the store.  Looking in through the big plate glass windows at the front of the store, the customer checkout was to the right, near the front door; there were three lanes, as best I recall, with a cash register at each lane.  The number of lanes open depended on how busy we were.  On weekends at least two lanes would be open; during week days just one lane was usually open.  On the left front of the store there was a small bakery.  An elderly lady, by the name of Bina Carlson, worked there making some in-store products like donuts and cakes.  There was some specialized bread sold there, but I'm not sure who baked it.  

There was a donut frying machine that stood in one corner.  Yes.  Donuts are fried in oil.  As a kid I used to watch the donut machine in action:  in one corner a dough dispenser would inject rings of dough into a carousel kind of arrangement.  The carousel was divided into many small sectors just large enough to hold a donut.  The carousel was immersed in hot oil and it rotated.  As soon as the dough dispenser injected a ring of dough, the oil bubbled furiously around the fresh dough.  Half way around the carousel, a flipper emerged from the hot oil and flipped the donut over so the other side could cook.  Finally, just as the donut had completed a full turn on the carousel, another flipper would toss the freshly cooked donut out of the machine and onto a small chute.  From there Mrs. Carlson would sprinkle sugar on the cake donuts and put icing on the yeast donuts.  The whole dispensing and frying mechanism was encase in a glass cubicle to protect against being splashed by hot oil from the frying process.  As a kid I was fascinated.

The rest of the grocery business was laid out pretty much as grocery stores are today, with canned items, packaged items, and frozen items grouped together.  The other stuff you see in today's grocery store such as magazines and kitchen items was less common, but Herb did stock a small selection of such items.

The meat department had series of large chilled meat display cases arranged across the width of the building.  The layout, as the customers saw it, was fish and poultry on the far left, followed by lunch meats, sausages, and other manufactured meat products in the middle, and various cuts of beef, pork, and even lamb and veal on the right.  Dad also would custom cut anything he had on hand.    It was pretty much a full-service meat market.  Dad would also order in a quarter of beef, mostly prime hind quarters, for those who wanted something special.  He would hang the quarter in the walk-in cooler to age for two weeks or more and then cut it up and package it for whoever had placed the order.  Letting meat hang that long is considered to be dangerous nowadays, but no one gave it a thought back then. 

The clientele of Hanner's Compete Food Market was widely varied.  Many Blue collar workers shopped for their meats and groceries there, but there were also professional people who would come in for the variety Dad offered, and there was a pretty wide selection of ethnic foods available all the time too.  The neighborhood the store was located a block or so east of the GM&O tracks; it was "salt and pepper" and low income in makeup.  Dad and Herb catered to them all.  Dad sold things like pig ears, pig tails, and chitterlings to the black folks – and to the poor white Southerners who also shopped there.  I can remember a young white man coming into the store on noon hour, when I was the only one behind the counter.  He had a Southern, drawl (or maybe Appalachian) and asked for a "pound of wät meat."  I knew the terminology by then:  he wanted a pound of salt pork, but I asked him to repeat the order just so I could hear him say it again.   

But there were other consumers of the "offal" that the poorer people ate.  One was my paternal grandmother.  She was used to making for herself some of the ethnic foods that Dad sold out of his meat case.  One thing Grandma made was "head cheese."  In the winter, Grandma would ask Dad to order a pig head for her.  She would then cook the head down to get the meat and then make a terrine, aka jelly meat, from the resulting meat.  Sometimes she would add vinegar to make a variant called "souse."  Dad sold commercial versions of both products, but Grandma liked her version.  I wonder what Grandma did with the pig skull and whatnot after she finished making her head cheese.


Many years later, I discovered that Mexicans also like pig heads.  They also cook the heads, recover the meat and use it as an ingredient for tamales they make during the winter.

European refugees shopped in the store.  Hungarian refugees from the 1956 Hungarian Uprising, who spoke little or no English would come in and ask for things in German (our family is largely of German descent).  I understood neither Hungarian nor German (Dad could understand some German).  Fortunately, we had some employees in the grocery department who were of Hungarian descent and sometimes served as a go-between/translator.  There were also some German refugees who shopped the store.  And there was one knife salesman who would make periodic visits to the store selling his wares.  I think he was a Jew, but I don't know for sure.  We did have a Jewish clientele, however.  A great deal of what they bought was carp for gefilte fish, salmon, and whitefish.  At least that's what I recall.  

Dad also sold to local restaurants in relatively small quantities most of the time.  I recall one restaurant owner (he owned the Green Mill restaurant on Washington Street) was Greek.  He ordered several whole lambs for his daughter's wedding reception; I recall seeing about half a dozen lamb carcasses hanging in the restaurant kitchen when we delivered some smaller items.  That must have been some reception.

Dad also special ordered some fairly exotic items for lodge dinners, parties, and the like.  Some of the clubs and lodges had a taste for fries, aka, rocky mountain oysters.  I learned that there are lots of variations of rocky mountain oysters, ranging from beef to sheep to turkeys.  More than once he had sweetbreads in the meat case.  Beef tongue was available in colder months.  Jars of pickled lamb tongue sat on the counter at any season. The occasional celebrity would show up.  Victor Borge was one.  Borge was in town for several performances at one of the local colleges; he came in and ordered a half pound of finely ground round steak.  We supposed that he had a taste for steak tartare.  In the end, some of those more exotic items sometimes ended up being eaten by us at home since many people couldn't afford them and probably didn't know what to do with them.

Thursday was poultry delivery day.  Dad bought dressed poultry, mainly chickens, from a local farmer who raised his flocks and also did the slaughtering and preparation for market.  He also raised turkeys for Thanksgiving and Christmas.  Customers could special order turkeys at no extra charge. Dad also ordered seafood from a distributor in Chicago.  The usual fare was catfish, buffalo fish (a species of suckerfish), whiting, ocean perch (Pacific rockfish), and a whole halibut that was reduced to slices as orders came in.  The halibut probably weighed at least 30 pounds, dressed and head removed.  Never saw a halibut with the head on.  

In the months with “R”, in them i.e., September through April, Dad stocked canned oysters from Chesapeake Bay.  Usually, the order consisted of the smaller Standards, but around Christmas and New Year he also stocked larger Selects and the even larger Counts.  He sold those in bulk.  All the seafood came via railway freight from Chicago and packed in well iced raw wooden barrels.  A Railway Express truck delivered it.  It took considerable effort on a cold winter day to paw through all the ice and make sure all the product was accounted for.  It was another one of those jobs that usually fell to me.

Several farmers raised flocks of laying hens and collected the eggs that were transported to the store in 36 dozen crates.  The eggs came in all sizes and both brown and white.  I learned that white eggs came from hens that had white plumage; brown eggs came from hens with colored plumage.  That is the only difference between white and brown eggs.  Herb, Dad’s brother, packaged the eggs and sold them as candled, ungraded, i.e., whatever size made it into the egg box.  One of Herb’s young employees had the job of candling the eggs.  Candling eggs was kind of a nasty job because some of those eggs were pretty well along chicks, and some were downright foul.

Dad was always experimenting and innovating.  He would bake whole hams in a big electric roaster he kept at the store.  The aroma of baking ham was enticing.  Usually, the hams were for catered events.  He also did homemade pickled herring and pickled mackerel from old recipes handed down through the family.  In the winter we had a fiber drum full of mincemeat sitting in a corner of the meat market.  Mincemeat didn’t require refrigeration and lasted through the winter season. 

Working in the meat market was demanding on everybody in many ways.  And there was danger in the business.  Those beef quarters weighed anywhere from 175 pounds up to a bit over 200 pounds.  We were on our feet for the better part of twelve hours on week days, and a bit longer on Friday and Saturday.  It was hot in the summer (no air conditioning) and cold in the winter (but that probably saved on refrigeration costs).  There was no place to sit, but everybody was usually busy doing something to keep the place tidy, clean, and looking like you just had to buy something.  

There was also a risk of being prey for local criminals.  More that once the store was broken into after a Saturday night closing.  The safe that Saturday's sales proceeds were kept in was little more that a tin can to a competent safe cracker.  After several iterations of that Dad and Herb bought a much more substantial safe; that caused the number of burglaries to diminish but not to zero.  And then one innovative criminal did the obvious:  He went to Herb's house one Saturday night.  When Herb answered the door the armed robber ordered him to drive over to Hanner's Complete Food Market and open the safe.  Dad and Herb sold the business soon after that.

For me it was a good six years worth of work experience.