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The Future is Here
Reference your January/February Editorial, “Eyes on the Prize,” as well as various articles and letters in the issue, as well as many others in past issues. In the face of ever-increasing threats from China, Russia, Iran and other potential adversaries, we have defined the problems: underfunded, underequipped and undermanned.
Administrations have been myopic in their inabilities to look at the future, best summarized by the “Next War-itis” charge against our Air Force leadership by former Secretary of Defense Robert Gates. Congress’ bailout on timely and underfunded budgets with multiple continuing resolutions exacerbates our problems. The inability of the Pentagon bureaucracy to adequately manage weapons acquisition has wasted valuable resources.
As well, fiscal irresponsibility leading to a massive public debt burden, and a staggering cost to service that debt, handcuffs our efforts to maintain a credible deterrent and warfighting capability. Without doubt, we know what the problem is, but do we know how to solve this multiheaded monster? A few suggestions:
1. Continue to impress on our political leadership what the cost of failure, certainly more than the cost of success, will be.
2. Inform the public and media at every opportunity on these same costs.
3. Finally, get our own “act together” on weapons acquisition in order to use whatever resources we have wisely.
As a final thought, when every new system, fighters, bombers, tankers, airlift, space and cyber needs funding in the face of limited resources, then we will have to make hard choices about the priority of new systems in each domain. While those hard choices will be daunting, nonetheless they have to be made.
Our future efforts must focus at least as much on the solution as our past efforts have focused on the problem.
Lt. Col. Gary M. Bone,
USAF (Ret.)
Castle Rock, Colo.
Stay Ready
It is my honor to relate the following incidents in person and from reading an older article in the magazine archives [“Aerospace World: Fogleman: “Exit Was Early Retirement,” Not Protest …” May 2001, p. 22].
Gen. Ronald R. Fogleman was my instructor in the T-37 in 1955 at Vance Air Force Base, Okla. First Lt. Fogleman was already known as the most difficult instructor in the class.He insisted that the three students assigned to him memorize the whole small checklist word for word. I had a poor memory, so my wife helped me for hours to learn the checklist Fogleman demanded.
His explanation was simply, you won’t have time to look up emergency procedures and what to do for each type of emergency (or words to that effect). There was an incident where Fogleman tapped my helmet after several attempts to teach me a barrell roll. I misinterpreted his tap as being unable to learn what was how to do the barrel roll. It wasn’t.
Fogleman was frustrated at his having a problem finding a way to help me. Four-star Fogleman saved me from being killed or injured in Laos and Vietnam, because I reacted immediately, not having to “look the procedures up before acting.”
The article shows [one of] the most honorable and dedicated men in our great nation continuing to put others before himself. General Fogleman served so “Others May Live.”
Capt. Frank Dare,
USAF (Ret.)
Olympia, Wash.
Golden Shield
Regarding “World: Space and Missile Defense Leaders Ponder Golden Dome” [March/April, p. 25], trying to protect the entire U.S. from ballistic missiles from anywhere and in any numbers is just not feasible. Space-based interceptors necessary to defend a mass launch in boost-phase from existing ICBM bases require huge numbers, even without allowing for interceptor failures. And then consider the safeguards to ensure they never engage an unoffending civil space vehicle. Everyone needs to understand the numbers involved before supporting a space-based interceptor concept.
Space-based sensors are essential and can provide the needed tracking, but targets must be engaged in the boost phase (before decoys), or during reentry where the atmosphere can screen out the decoys. During my years at the Missile Defense Agency, my team verified that the simple AIM-9X Seeker was adequate to intercept boosting missiles (see NCADE Test) and likely had the capability to intercept ICBMs during reentry, when countermeasures are stripped away. A small interceptor capable of boost and terminal phase operations, carried internally within the F-35 or F-47 is feasible.
Combining air sovereignty alert with missile defense makes a lot of sense and can provide a USA-wide terminal defense against ICBMs from ANG ground alert, scalable based upon mobilization, and also provide theater capabilities from CAP.
The concept was not of interest to the USAF in 2012, but it may be now. See the papers I and Paul Zarchan published in the Air & Space Power Journal, “The Role of Airpower in Active Missile Defense,” July 2010.
Col. Mike Corbett,
USAF (Ret.)
Rome, N.Y.
Early Training
“Fixing the Air Force Pilot Crisis,” by Heather Penny [March/April, p. 48] addresses the need for more aircraft, but not how to recruit more pilots.
The pilot shortage has been prevalent for at least 10 years, and I have not seen any effective program to resolve the problem. During World War II and the Korean War, high school graduates were recruited to attend flight training and eventually to fly in combat. When I entered Active duty in 1967, many of the colonels I worked for were former pilots without college degrees and many received their college degrees after the wars they fought in.
By the time I met them, they were filling rated positions in nonflying organizations. Some of my most memorable leaders came from this group of pilots.
In my humble opinion as a former nonrated officer, I would have no qualms in seeing again student pilots recruited straight out of high school. Of course, they would have to score high on the Air Force Qualification and Air Force Officer Qualification tests, medical exams, and physical training.
They can be assigned as warrant officers (WO) during training until they earn their college degrees at which time they can become commissioned officers. While they are attending college, they can be assigned to Active, Reserve, or Air Guard units for additional training and earning flying hours. WO promotions can be based on flying hours earned at their units.
The number of years of required active service after being commissioned can be five years, like other rated officers entering Active duty.
Lt. Col. Russel A. Noguchi,
USAF (Ret.)
Pearl City, Hawaii
In “Strategy & Policy” March/April, p. 6, I’m pleased to see our Air Force institute IPT/CPT (Initial Pilot Training/Civilian Pilot Training) outside the Air Force much as our nation did during WWII. Having served 31 years in our Air Force and as a team member of the Command Senior Enlisted Group reporting to the Assistant Secretary of Defense, we often reflected on past successes rather than invent another wheel.
World War II Civilian Pilot Training schools were successful teaching basic flying skills and this led to success and cost savings. The IPT program can relieve the demands on current formal Air Force pilot training while providing basic flying skills before advanced training in Air Force aircraft.
CMSgt. Dick Russell, USAF (Ret.)
Past AFA Chapter President, Reno Nev.
Holt, Fla.
Regarding the “New Undergraduate Pilot Traing Program …” [p. 6], I see the Air Force still retains the option for self removal from undergraduate pilot training (“self-initiated elimination” in the 1970s) at any time. Previously, this involved no further cost to the student or commitment to military service, with the exception of Academy graduates or ROTC scholarship recipients who had independent service obligations.
Now, Lt. Gen. Brian Robinson states that one of about 64 officers completing the new IPT program, “decided flying for the Air Force was ‘not for them.’ I think future numbers will be higher following IPT.
Problem? Upon completion of IPT, the article states students receive private pilot licenses from the FAA with instrument and multiengine ratings, based on their civilian institution training program. What deterrent is being implemented to prevent any—or all—UPT candidates from quitting the program at the end of IPT, now that they are qualified for civilian employment?
Civilian training is expensive, especially to get the required hours for a multi-engine rating. College and vocational funding programs are being reduced at the Federal level, and by many states. Signing up for IPT with no intention of remaining in military service becomes attractive, once the word gets around. In Brig. Gen. Matthew Leard’s words, “We are literally just paying the tuition for the students [during IPT].”
Further, if the Air Force bans self-initiated removal from UPT, it should be relatively easy for a reticent student to quickly “flunk out” of the follow-on UPT course.
Proposed solutions?
Maj. James N. McCormick,
USAF (Ret.)
Lakewood, Wash.
Be Specific
Having written four books about Tuskegee Airmen history, I was glad to see Col. Phillip Meilinger’s tribute to Benjamin O. Davis Jr., the most famous Tuskegee Airman of all, in the March/April issue [p. 56].
Most of the article is excellent, but there are two[issues in question]: One is the statement that, “When the 99th Fighter Squadron was formed with only Black pilots who had attended Tuskegee Institute in Alabama, Lt. Col. Davis was named its commander.” Of the first five pilots in the 99th Fighter Squadron, including Davis, George Roberts, Lemuel Curtis, Mac Ross, and Charles DeBow, none attended Tuskegee Institute as a student, unless one counts the contract primary pilot school operated by Tuskegee Institute.
Davis had graduated from the U.S. Military Academy at West Point; Roberts and Ross had graduated from West Virginia State College; Curtis graduated from Howard University, and DeBow graduated from Hampton Institute. Moreover, when the 99th Fighter Squadron was formed, Davis was not its commander; the first commanders of the 99th Fighter Squadron were White.
The other issue relates to the assertion that Davis “was a fighter wing commander in the Korean War.” Davis served at the Pentagon during the Korean War, and did not assume command of the 51st Fighter Wing in Korea until Nov. 12, 1953—more than three months after the Korean War armistice of July 27, 1953.
Daniel Lee Haulman,
Retired USAF Historian
Montgomery, Ala.
Ultimate Sacrifice
As an Air Force historian, I read Naylor’s article on “Battle of Takur Ghar Controversy Continues,” [March/April, p. 32] with continued disgust. I deployed in 2004 to Iraq and Afghanistan with special operators as their historian. As I got to know personnel in the various commands, I continued to hear incredible stories of heroism from the Battle of Takur Ghar from two years earlier.
The two names I heard over and over were Tech. Sgt. John Chapman and Senior Airman Jason Cunningham. The charge up the mountain to take out the bunker by Chapman was already legendary. The mortally wounded Cunningham selflessly rendering aid to others as he was dying was equally mentioned. These stories came firsthand from some as I interviewed almost 100 individuals across commands, from private to two-star general. Praise came equally from Delta operators, Navy SEALS, Army Rangers, SOAR pilots, and 24th Special Tactics Squadron personnel.
I questioned then why the Medal of Honor was not given, but there were so few given in those early years, it was almost impossible to earn one. As more Medals of Honor were awarded through the years, comparisons started to be made and it was clear to me that both of these were deserved for their actions on Takur Ghar. Of course, at the time, we had no clue that the predator feed existed, and I am shocked that those who had seen the footage did not make the heroics of Chapman known then. It has also bothered me as to why the Air Force did not push the medal upgrades for 15 years either.
Fast-forward to 2011, and I deployed to Bagram Air Base, Afghanistan, as the 455th Air Expeditionary Wing historian with an office in the old Russian Tower, which I practically turned into a museum. Lo and behold, the Army doctor who was deployed there in 2002, came back through and told me firsthand of the seven bodies coming back from Takur Ghar. He knew Chapman and Cunningham personally and even told me what rooms they stayed in before the mission.
We immediately dedicated the Tech. Sgt. John Chapman and Senior Airman Jason Cunningham Memorial Rooms. Clearly to me, there was no doubt both these two deserved the Medal of Honor and I am glad Chapman was finally recognized (in all honesty, he deserves two: for individually taking the bunker while fighting alone and later dying while protecting the second infil).
Now that there is a National Medal of Honor Museum, to know that there will be no John Chapman exhibit is incomprehensible. It is not just because of the Air Force for me, as I am prior Army and prior enlisted. To have so few Medals of Honor for enlisted Air Force personnel alone is enough reason to justify an exhibit. His actions that day were incredible, and I hope the museum will quickly correct their gross oversight. Air Force military and civilian leadership should also reexamine the long-neglected upgrade for Jason Cunningham.
Heros such as Chapman and Cunningham are few and they selflessly gave their lives to save their teammates … what more could they give?
Lt. Col. Ken Tilley,
908th FTW Historian
USAFR (Ret.)
Wetumpka, Ala.
Mission Capability
“Anything less than 100 percent is a matter of national survival,” said Gen. Avihu Ben-nun, former Commander Israeli Air Force.
Our generals must think differently, else why our dismal mission capable rates? Ben-nun’s thinking and action could nearly double our bomber and fighter strength.
Factors in mission capability are: parts, management, and leadership. Well, “parts is parts.” Buy them! And, I’m sure we have enough trained maintenance officers and technicians. What we need are leaders—not maintainers—commanding our maintenance squadrons.
In 1980 the 479th Flying Training Wing could launch fewer than 80 of its 130 AT-38s. Col. Russ Violett dumped me, a Mustang fighter pilot, into the command slot of the 479th Aircraft Generation Squadron—the one 460 with men and women fixing and launching planes.
Two weeks later a plane landed with no nose wheel. Three Article 15s [for minor misconduct] followed—for the Airman first class improperly mounting the wheel, the staff sergeant failing to observe the error, and the tech. sergeant who pencil-whipped the signing off of the RED-X write up. (Those three went on to excellence and promotion.)
I imposed more Article 15s, month after month than the three larger F-15 maintenance squadrons at Holloman Air Force Base, N.M., or the 479th CRS of the AT-38 Wing. At the end of my short 16 months tenure I had discharged 50 nonperformers. And … by then we were at high 80s and low 90s in MC rate and enjoying the highest reenlistment rate in all of the Tactical Air Command!
I’m pushing 90 now, but my uniforms still fit. Put me in command of your worst performing squadron and I can give you the same results as in 1980 to 1982. Or, find others today to LEAD our maintainers.
Lt. Col. John Piowaty,
USAF (Ret.)
Cape Canaveral, Fla.
Bird Call
Might I suggest a nickname for the new Wedgetail AWACS aircraft coming online soon to replace the aging E-3s.
I suggest we name it the “Suli”. This is the Cherokee name for the american turkey vulture, a common bird of prey in the U.S. In English it translates as “peace eagle” because while a raptor it feeds mainly on carrion without killing. I thought this appropriate with its mission with the wedgetail not directly killing, but bringing peace and it would honor not only our mission, but a common American bird, and our Native American brothers and sisters.
This is particularly dear to me as I started my military career performing maintenance on E-3 AWACS before mustanging to the Army.
Hopefully someone with the authority to name aircraft will see this in your great magazine I’ve been devouring since a young age.
Capt. Benjamin V. Lentz,
USA (Ret.)
Enid, Okla.