Dedicated to the Men and Women of AF Vehicle Operations & Maintenance Past, Present, and Future

TRUCKIN ON

1 Jan 2014

Convoy Warrior AssociationMid-America Chapter

SPECIAL POINTS OF INTEREST:

CWA MID-AMERICA CHAPTER PG 1 CHIEF WICKHAM ADDRESSES CWA BANQUET PG 2-5

New CWA chapter established These veterans had limited mental health and treatment avenues available to them. at Scott AFB
by MSgt Matt Hicks (2T1) Truckin On members it brings me great pleasure to introduce the newest chapter of the Convoy Warrior Association (CWA). This chapter hails from the Midwest and is based out of Scott Air Force Base, Illinois. The first official meeting was held on 10 October 2013 at the Scott Enlisted Club lounge. The emergence of support groups provided a social network for them to share common experiences.

Inside this issue:

Built Ford Tough First Guardian Angel Delivered Vehicle News & Videos on the Web PG 5 PG 6

PG 7

AFRL Enhancing Safety PG 8 Chasing the Dragon Lady Snuffys Corner PG 9-11 PG 12

Truckin On Reunion 3-7 Nov 2014 Las Vegas, NV Interested Members Sign-up NLT 3/31/14

It created a forum for veterans that understood each others plight during these wars. That is the importance of creating a Convoy Warrior Association; it establishes a support mechanism for the men and women involved with these convoy operations, regardless of service, to bring their experiences, lessons The first event supported by the CWA learned, and provide time to spend in Mid-America Chapter was the Veterans reflection with fellow professionals. Vigil run which took place over a 24 hour period, sponsored by AFSA. During the It also provides them an opportunity to 30 minute block (0030-0100 hours) on honor and keep the memory alive of 2 November, the 15 Convoy Warriors those fallen combat convoy warriors. carried the US and POW/MIA flags What is the best way to get started? proudly, running and belting Jodies to Contact one of the CWA chapters and commemorate the sacrifices of those that ask how they got the ball rolling. They are happy to share anything they can to paid the ultimate price. help you get up and running. Another As it stands now, there are six chapters step you can take is contacting your local across the world and we are looking for FSS and inquiring about requirements for continued growth. Why you may ask? starting a professional organization. As with the previous wars before us, signs of PTSD, drug and alcoholism If you would like more information about addiction, and suicides reared their ugly CWA, please contact MSgt Matt Hicks at matthew.hicks.1@us.af.mil. heads as time went on.

Disclaimer: Truckin On is an unofficial newsletter published every month in the interest of serving Air Force active duty, civilian and retired vehicle operations and maintenance personnel. Articles submitted by its contributors are not to be considered official statements by the U.S. Air Force.

Chief Wickham Addresses CWA Banquet

1 Jan 2014
Editors Comments: CMSgt Matt Wickham addressed a Convoy Warriors Association banquet held at Lackland AFB, TX on 18 Aug 2012. Although over a year ago, we thought his speech was a fitting complement to MSgt Hickss lead article on page one. The following is printed with Chief Wickhams permission. Good Evening. Col Hardrath, Col Kelly, CMSgt Jordan, CMSgt Davis, MSgt Wallace, fellow Chiefs and Convoy Veterans, thank you all for attending tonight's banquet. It's a privilege to have so many Air Force warriors under one roof. I'd like to especially say "Hello" to the family members attending. You are the corner stone of our lives and you keep us grounded, "Thank You" for sharing this evening with us. Fifteen Transportation Chiefs in the same place at the same timeand it isn't even happy hour; my how times have changed. The past 18 months have been extremely challenging for our Air Force vehicle communities. Beginning in March 2011 we had A1C Zac Cuddeback taken from us at Frankfurt Airport by a terrorist. A few days later a magnitude 9 quake and tsunami crippled Japan. At Misawa Air Base a group of operators and maintainers that had returned from convoy duty the day prior jumped into action and transported food, water and medical supplies thru snow and debris filled roads. On 17 December we facilitated the final departure of US Forces from Iraq when the last Air Force led convoy safely crossed the border. The next day Operation NEW DAWN ended as the largest retrograde of US cargo, vehicles and personnel the likes of which had not been experienced since 1945 with the end of World War II. And on 6 March of this year the line haul mission was declared "Complete" and the 70th and 424 Medium Truck Detachments and 387 ELRS were inactivated ending a 9 year experience. Over the past 24 years I've been extremely fortunate to have served the Air Force Transportation and Logistics communities in many ways. I started out as a 17 year old truck driver but over the years I progressed thru the ranks working all sections of Vehicle Operations, a wing staff, two MAJCOM staffs and even a year running a Vehicle Management Flight. During the first half of my career if someone ever told me I could expect to serve three tours with the US Army, I'd say they were crazy. Who could have guessed that Air Force Transporters would become involved in a protracted ground war working for a sister service that had become infatuated and heavily dependent on our men and women? Chief LoweryI'm using big words so allow me to explain what infatuated means. According to Webster's Dictionary You know the dictionary that big red book you use to prop open your office door??? It states that Infatuated means to inspire with a foolish or extravagant love or admiration for another. What better way to describe the love/hate relationship we eventually developed with the Army Transportation Corps? This evening I will attempt to bookend the Air Force Operation IRAQI FREEDOM convoy experience by sharing a few key points that explain just how and why the Air Force was tasked to perform the in-lieu-of convoy mission along with a few roadblocks the first Gun Truck Airmen faced. Then I'll jump to the final days of the line haul mission and describe just how similar the beginning and ending became. Finally I will present you with some challenges we face not just as a Transportation community but specifically as a group of combat veterans working hard to capture our shared history while we also re-learn our Air Force occupations. Many of you in this room joined after convoy duty was in full swing and may be unaware of just how this mission originated. Often our Airmen were simply told that the Army had a Transportation shortfall or that our Air Force leaders had sold us out to the Army. The truth is actually quite different. Receipt of RFF Mission: In early 2003 the Air Force approached the Army requesting the use of around 2,000 soldiers to defend CONUS Air Force installations. This was due to our Security Forces being deployed to defend an ever increasing number of steady state bases in Southwest Asia. An agreement was reached to provide National Guard Artillerymen for a two year period or until the Security Forces pipeline could grow an additional 3,000 Defenders. By the summer of 2003 the roles reversed and the Army needed experienced truck drivers and mechanics for their Light-Medium Transportation Companies. The Army no longer had spare manpower as they had just loaned many of their National Guardsmen to our Security Forces. Shortly thereafter the Army approached Air Force leadership and requested Transportation manning assistance.

Chief Wickham Addresses CWA Banquet

1 Jan 2014
Around October 2003 Headquarters Air Force/A4 was tasked to determine if the LRS community could fulfill this requirement. They in turn directed the Air Combat Command/ Transportation Division to compare the similarities and shortfalls between an Army Transportation Company and an Air Force Vehicle Operations Flight along with an associated Vehicle Maintenance package. It was quickly determined the Air Force could temporarily provide manpower from three AFSCs (2T1 Veh Ops, 2T3 Veh Maint and 2S Supply). Unfortunately Air Force tactical vehicles, crew served weapons and maintenance equipment simply didn't exist for LRS units to deploy en mass. First Wave & Army Reception: In January 2004 all tasked active duty, guard and reserve E-2 thru E-7 2T1s and 2T3s were sent to Ft Leonard Wood, Missouri to attend an abbreviated 88 Mike course. They were to be taught how to operate and maintain the 900 Series 5 Ton Truck and the HMMWV. This training was a complete disaster as the 88 Mike instructors treated the Air Force personnel as brand new recruits instead of qualified tractor-trailer drivers and mechanics. At the same time a handful of SNCOs and CGOs identified for leadership positions were at Ft Eustis, Virginia attending an abbreviated Basic Transportation Officers Course. Their training was productive and beneficial but yet again the instructors were unsure how to instruct Airmen. Hopefully you are starting to see the developing pattern here. Meanwhile back at HQ ACC, Air Force logistics leadershipand I'll leave the general unnamed at this time made it a point to direct our newly formed team leaders to keep all Airmen away from crew served weapons and out of the gun trucks as only the Army was capable of performing this dangerous job. I'll be honest; I left his office torqued off feeling like the coach had just told his prize team to go play the championship game with one hand tied behind its back. Little did any of us know just how accurate his words would become and how the deployment would play out? Once in Iraq the Army Transportation Corp quickly realized they had a group of dedicated men and women that could do the job despite the lack of training, inadequate vehicle protection and an ever adapting enemy. This is when the Army truly began their infatuation and dependence on our Airmen. This mission was tough, unrelenting and with absolutely no down time. Our assigned tactical vehicles were totally inadequate. Most trucks had sandbags and if the crew was lucky it had a little ARMOX plating welded to the doors. Maybe one out of 10 trucks was equipped with a radio while one out of 40 had some rudimentary ECM system. None of them were air conditioned making life very unpleasant at 120+ degrees. It embarrasses me to say this, but many of our Airmen showed up with M-16A1 rifles. Where is Chief Lund at? Brother, I owe you a case of beer for procuring those 500 A2 rifle bolts from Army stocks. If you hadn't fixed that mess, we would still be sitting out at Udari Range waiting for AFCENT to get off its rear to equip us. Actually this lack of training, old weapons and ineffective personal protective equipment become a selling point for the many visiting generals. They listened and took our issues back to the HAF so that future spirals would be better prepared. Over time the mission, vehicles and training changed as the Army and our Airmen settled in for a long war. The number and duration of the convoys was eventually reduced, new up-armored vehicles became common place, COMM systems were improved in both quality and quantity and route clearance teams drastically cut down on the road side ambushes. Jumping ahead 7 years to the spring and summer of 2011 things began to heat up again as the number of missions and the number of enemy attacks increased. Many of our veterans back on their 2nd, 3rd and 4th tours started to use the word dj vu at their mission pre-briefs. Surge and Drawdown Operations: With the Presidents newly designated December 2011 departure deadline approaching, the maintenance crews had their hands full keeping the tractor-trailers fully mission capable. I'd like to take a moment tonight and say how impressed I am with our Air Force mechanics, specifically the SrA and SSgts that operated the Maintenance Bobs. You repaired the trucks, pulled security, engaged the enemy and even kept us fed while offloading in the cargo yards. I will forever be grateful for what you all accomplished over the years. You are the true unsung heroes of the convoy mission. By October 2011 the final convoy crews were on constant rotation with little or no down time, driving from FoB to FoB pulling out all the items that many of them had originally trucked into Iraq at some time over the previous 15 spirals.

Chief Wickham Addresses CWA Banquet

1 Jan 2014
Conditions on the Iraq FoBs quickly deteriorated with dining facilities and transient living areas shutting down, the fuel pumps turned into self-service and the Iraqi Army began to move in and take possession of the camps. Many of the crews were back to sleeping in or under their trucks and eating MREs. KBR road side assistance and Quick Reaction Force support fluctuated out on the Main Supply Routes as the northern bases folded up and their personnel went to Kuwait. On numerous occasions our Airmen were the last US personnel on the FoB. On one particular mission to FoB Delta our Airmen watched as the gate guards, QRF and Movement Control Team members walked from their various posts and climbed onboard awaiting helicopters leaving the convoy team to watch as they departed. As the only coalition presence left, this in effect made the Air Force convoy commander the Senior US leader on the ground and in charge of FoB Delta. Now that has the making for one hell of an EPR leadership bullet! At this late stage the enemy was still active and evolving their tactics trying to get their last few hits in. Thanks to upgraded armor, ECM and new MRAPs the enemy made little impact on our retrograde operations. When that final Air Force and Joint Logistics Force 6 convoy arrived at K-Crossing a tremendous burden lifted from our shoulders as we realized the next Spiral gearing up for BC3 wouldn't have to deploy and would get to spend the holidays with their families. By 17 December 2011, Air Force personnel had conducted Line Haul operations for 74 consecutive months. Here are their Combat Statistics: Computers, body armor, 500+ rifles and handguns, 80 thousand rounds of ammunition, Combat Life Saver kits, MREs, a conex of Sugar Free Rip-its, 280 tactical and commercial vehicles along with two complete maintenance bays and a mobile armory. The detachments accomplished this task 3 weeks ahead of schedule, validating what 300 Airmen from 56 bases and 10 different AFSCs could accomplish in just a 60-day period. Through a tremendous amount of team work, sweat, blood, a few tears and a lot Army BS, the Truck Detachments and S-Staff actually served as the Joint Logistics Task Force guinea pigs by developing, executing and documenting how a Truck Company shuts down. One final time the Air Force Truck Detachments set the standard for their Army sister companies to emulate. Now that this monumental task is behind us and our Airmen are redeployed, it's time to consider what lies ahead. New Challenges: Last Spring I was afforded the opportunity to visit the 2T1 Tech School at Ft Leonard Wood, Missouri and watch the newest Airmen graduate. Part way thru the ceremony it registered with me that this is the first group of Airmen that won't experience convoy duty in Iraq. This new generation will face different challenges and most likely a different enemy some time in their future. Because of this realization I'm going to lay down a few challenges here tonight. 1) To our SrA: As the newest and final group of JET veterans, please take the time to bridge this gap between the wartime Air Force and the post-OIF Air Force. Work with our newest Truckers and Mechanics so they are prepared for both peace time operations and future ground conflicts. Pass on our shared mistakes and hard learned experiences so that this new generation won't have to start from scratch as we did. 2) To our NCOs: Serving at the tactical level you take the brunt of the responsibility at making the in-garrison mission a success. You guide and educate the Airmen entrusted to you. Your numerous deployments have turned you into battle hardened leaders that have much to share. I ask that you take every opportunity to expand your knowledge of Vehicle Operations and Vehicle Management. Be ready for the pending budgetary shortfall along with any new military operations that always seem to pop up. I'll caution you however that the next war might not be fought in a desert environment. So don't train the Airmen to fight the last war.

2,063 Logistics Patrols Accomplished 2,978,279 Tons of Cargo Transported 474 Enemy Attacks 187 IED Attacks 135 SAF Attacks 152 Mortar/RPG/RKG Attacks 105,227,476 Command Miles Driven

In late December the Truck Detachments entered a new reality. To most of us it felt like a second deployment with in a deployment as the crews conducted local Kuwait missions and prepared for inactivation. Meanwhile the S-Staff was busy trying to identify, account for then dispose of 6 years accumulation of Army and Air Force assets. We are talking about 78 thousand line items costing over $38 million.

Chief Wickham Addresses CWA Banquet

1 Jan 2014
3) To our SNCOs: Specifically in the 2T1 career field, we are at a cross-road. Over-manned and actively re-learning our primary Air Force duties, now is the time to share your collective convoy experiences with corporate Air Force. This is important as instead of waiting for the generals to tell us what will become of our career field we must be ready to tell them what we are going to do with our career field. Let's show our leaders what we are capable of. 4) To our CGOs: As our LRS ranks continue to thin and the budget restrictions go into effect, be ready to lead us into this new era. Your logistics Airmen are the best ever produced by any Air Force in the world. Combat hardened, technologically savvy and highly educatedready to take on the world. Please give this new generation a chance to work for and impress you. I guarantee you won't be disappointed. As we look to our challenging future, think about where our civilian and military leaders are beginning to focus their attention. We are transitioning from the sands of the Middle East to the vast expanse of the Pacific and Arctic. For many of us here tonight our generation studied and prepared to fight the Soviet Union and North Korea. Later we pivoted to Southwest Asia with Desert Storm, OEF and OIF. Well get ready to switch gears again as our leaders begin to see China as a potential world rival. Please pass on to your Airmen that it's time to brush up on 2,300 years of Chinese history and their many dialects. In closing this evening, I hope for those of you that joined the service after 2004 now understand just how and why the Air Force was tasked to perform the in-lieu-of convoy mission. To our civilians, retired comrades and family members, hopefully you enjoyed hearing about the final days of the line haul mission and got a glimpse of just how similar it was to the early Wild West days in Iraq. I'm confident to report that your Logistics Airmen, NCOs, SNCOs and CGOs are ready and able to accept the new challenges that face the Air Force, the United States and our allies. After almost a decade of convoy operations across the Middle East, it's hard to imagine Airmen are no longer rolling up and down MSR Tampa, Sword, Irish or Milton. But, as we all know "seeing is believing" and after seeing that final combat logistics patrol roll into K-Crossing on 17 December and then watching as the ELRS and Detachments colors were cased on 6 March, I'm happy to say our convoy teams have successfully accomplished their mission and are finally home from Iraq. So before this evening ends I ask that we all take a moment to charge our glasses and give a toast of thanks to our comrades in arms. To our brothers and sisters that paid the ultimate sacrifice and to those currently in harm's way, we say "Thank you" and "Until we meet again!" It's a true pleasure to serve with such a dedicated group of men and women and to meet many of your families this evening. Thank you for your service and your many sacrifices. Good night.

Built Ford Tough!

Fords Willow Run Plant Produced B -24s at Record Henry Ford was determined that he could mass produce bombers just as he had done with cars. Pace
He built the Willow Run assembly plant and proved it. It was the world's largest building under one roof. This film will Heres a bit of World War II history for aviation buffs, and it has absolutely blow you away - one B-24 every 55 minutes. an automotive connection. ADOLF HITLER HAD NO IDEA THE U.S. WAS CAPABLE Its a little known fact that Ford had its own pilots to test B-24 OF THIS KIND OF THING. Liberators it was building for the ARMY at the rate of one every 55 MINUTES!! This was BEFORE Pearl Harbor at Ford's B-24 See YouTube video: bomber plant in Willow Run, Michigan. http://www.youtube.com/embed/iKlt6rNciTo?rel=0. submitted by Bob Thomas, MSgt (Ret/2T3) 5

1 Jan 2014

First Guardian Angel Rescue Vehicles Delivered to Nellis

Test, evaluation squadron receives first Guardian Angel Air-Droppable Rescue Vehicles
"The GAARV is the first multi-purpose tactical ground vehicle intended to support combat search and rescue operations and other Guardian Angel missions," said Master Sgt. Michael by Airman 1st Class Jason Couillard Butler, the 88th Test and Evaluations Squadron Guardian Angel 99th Air Base Wing Public Affairs Office Test Division section chief. "This delivery marks the first NELLIS AIR FORCE BASE, Nev. (AFNS) -- The 88th Test and vehicles delivered for operational testing of a new combat Evaluations Squadron received the first set of Guardian Angel search and rescue capability that ultimately may enhance the Air-Deployable Rescue Vehicles in the Air Force's inventory Nov Air Force's personnel recovery core function." 12. The new vehicle can enhance mission effectiveness as well as have dual roles. The vehicle will be able to move through rubble and debris fields during humanitarian assistance and disaster relief efforts to transport survivors and rescue equipment. "The (GAARV) may be employed in a variety of physical environments across the range of military operations," Hallada said. "During a major combat operation, the vehicle has the potential to provide a capability for the rescue team to keep terrain and distance separation from enemy forces in order to provide enough time for the recovery package to reach the objective area." The mission of the 88th TES is to maximize HH-60 Pave Hawk, HC-130 Hercules, and the GA weapon systems capability by fielding combat-ready solutions to combat search and rescue forces through innovation, test and evaluation, and tactics development in order to perfect lethality, survivability, and sustainability of the nation's forces. With the first GAARV on hand, the combat search and rescue team members who use this equipment will be able to remove isolated individuals quicker, which in the end could save lives.

Senior Master Sgt. Robert Bean, 88th Test and Evaluations Squadron superintendent, examines the Guardian Angel Air Deployable Vehicle Nov. 12, 2013, at Nellis Air Force Base, Nev. The purpose of the 88 TES is to maximize HH-60 Pavehawk, HC-130 Hercules, and Guardian Angel Weapon System capability by fielding combat-ready solutions to combat search and rescue forces through innovation, test and evaluation, and tactics development in order to perfect lethality, survivability and sustainability of the nations forces. (U.S. Air Force photo/Airman 1st Class Jason Couillard)

The GAARV is a multi-purpose utility vehicle intended to help combat search and rescue teams retrieve individuals that have been isolated and can expand the ability to quickly reach further into the battle space to provide a more mobile rescue capability. "The GAARV may provide capability enhancements for maneuverability, force protection and technical rescue capabilities within the ground domain," said Capt. Francis Hallada, the 88th TES Guardian Angel Test Division commander. Operational testing of the GAARV will start in March 2014 to evaluate its suitability and effectiveness for the Guardian Angel weapon system. The GA is a non-aircraft, equipment-based weapon system and is organized into nine specific capabilities -- prepare, mission plan, insert, movement, actions on objective, medically treat, extract, reintegrate, and adapt.

Brandon Johnson, BC Customs designer, explains the specifications of the Guardian Angel Air Deployable Vehicle to Airmen that will be using it for training and real-world situations Nov. 12, 2013, at Nellis Air Force Base, Nev. The vehicle will be able to move through rubble and debris fields during humanitarian assistance and disaster relief efforts to transport survivors and rescue equipment. (U.S. Air Force photo/Airman 1st Class Jason Couillard)

380th ELRS Veh Mx Team.Mission Accomplished!

1 Jan 2014

Vehicle maintenance keeping the wheels rolling

by Staff Sgt. Michael Means 380th Air Expeditionary Wing Public Affairs

Editors Comments: Due to seven photos with captions, this article is too long to print in its entirety; therefore, weve provided a link to the official news story below. http://www.afcent.af.mil/news/story.asp?id=123371817

Vehicle News & Videos.on the Web

Best Garage Ever!
submitted by George McElwain, CMSgt (Ret/472)

Military Motor Pool

submitted by Roger Storman, SMSgt (Ret/2T3)

I found this video on Hulu. It was apparently a show on the Military Network a few years ago. Ive never seen it before Location: Apollo, PA about 40 miles east of Pittsburgh. but found it interesting. Its hosted by two restoration experts Please take note of all the artifacts along the walls of the and collectors of military vehicles, Tom Townsend and Alan shop. Bonney. Notice the old Air Force cracker box ambulance CLICK HERE in the opening scene.

Ed Brown's Shop

Tractor Pull
submitted by Reade Holzbaur, WS-12 (Ret/2T3)

If the link below doesnt work for you, go to the Hulu homepage and type Military Motor Pool in the search engine. Its a long video (24 minutes) and youll have to watch about 30 seconds of commercials in the beginning...still good stuff.

Remember tractor pulls at the county fair? Well, heres one http://www.hulu.com/search?q=Military+Motor+Pool for you. An 850 H.P. John Deere diesel vs. a steam tractor rated 18 H.P? It's all about torque and traction.enjoy!

Acceleration

http://www.youtube.com/watch_popup?v=FLQhvruimfs

submitted by Larry Kearns, Col (Ret) Ever wonder why a Top Fuel dragster gets a rebuilt engine after each run? Ford drivers know; they have to do it all the time! Stay with thiseven if you aren't a 'Ford nut' this is stunning. http://thegreynomads.activeboard.com/t55123210/ acceleration-explained-one-for-the-petrol-heads/ Editors Comments: If you find interesting vehicle related news or videos on the Internet, please send them to me and well do our best to feature them in future newsletters.

Spill Drill
submitted by Ralph Celento, CMSgt (Ret/2T1) This link is great for so many of us. I hope you take a serious look. The Bus Ride Maintenance Magazine is where I found it. Although it focuses on buses, many of the articles and videos are applicable to other commercial vehicles and general safety practices. PIG Video: http://www.youtube.com/v/cTfWT93pC1A? autoplay=1&rel=0&enablejsapi=1&playerapiid=ytplayer Bus Ride Magazine: http://busridemaintenance.com/

1 Jan 2014

AIR FORCE RESEARCH LAB (AFRL) ENHANCING SECURITY

AFRL Challenge Systems Develops Vehicle Halting The CRADA will make BASK available for users to order
directly.

Source: Federal Laboratory Consortium for Technology Transfer (FLC) Website: http://www.federallabs.org/news/top-stories/articles/? pt=top-stories/articles/0108-01.jsp Uncooperative or erratic drivers present a potentially lethal dilemma for our security forces. The commander of the Air Force Research Laboratory challenged the junior work force to produce a solution to improving traffic control at vehicle checkpoints. The Vehicle Stopper Program produced several nonlethal systems to ultimately transition to forces at checkpoints defending U.S. assets around the world. One system, called the Barricade and Sign Kit (BASK), is an innovative traffic management and communications tool to be used at entry/flash checkpoints. BASK consists of collapsible barricades to direct traffic flow, and two variations of signage, written in the native country's dominant language. One sign variation, positioned with the pivot close to the ground such that a vehicle passing over it will not be harmed, also provides an audible alert to the driver. The other version is highly collapsible and when expanded will produce a large surface area to exhibit information.

A test run is made on the Air Force Research Laboratory's nonlethal barricade vehicle halting system near Fort Huachuca military base in Arizona during the Commander's Challenge Final Demonstration.

The Vehicle Disabling Sled currently has a patent pending (number PRS-146), and is being further developed for transition to the field in cooperation with the JNLWD.

The intent of the AFRL commander's challenge was to provide The second device, the Vehicle Disabling Sled, will actually stop creative solutions to address urgent needs in the global war on a vehicle without causing harm to its passengers. The Sled terror while enabling invaluable early career experience to utilizes a button-activated vehicle immobilization device. If a scientists and engineers. vehicle attempts to overrun a checkpoint, the device can be Nicholas Tarasenko of the Directed Energy Directorate, Kirtland triggered to catch the vehicle and prevent its wheels from Air Force Base, N.M., spearheaded development of the Vehicle contacting the ground. The device then slides on the ground Disabling Sled. until it is stopped by friction. Lieutenants Chris Prosser, Sensors Directorate; Scott Lightweight and easily deployed, BASK and the Sled are Vanhoogen, Air Vehicles Directorate; and Greg Moran, intended to mitigate the escalation of force at checkpoints. Aeronautical Systems Center, all located at Wright-Patterson Air Current methods of stopping threatening vehicles at checkpoints Force Base, Ohio, worked to transition the BASK. are limited to spikestrips, nets and caltrops. Less effective than These individuals are dedicated to transitioning the technologies the Sled, these are more costly, bulky, and less discriminating to in hopes of improving the safety and combat effectiveness of the intended vehicle. The unpredictable nature of threat vehicles our security forces. at checkpoints makes the Sled an easier and more effective More info: Mary Archuleta, 505-846-8056. method of evaluating a driver's intent. BASK and the Sled are being evaluated by the Marine Corps, Email: mary.archuleta@kirtland.af.mil Joint Non-lethal Weapons Directorate (JNLWD), and Air Force Battlelabs. The Marine Corps utilizes BASK in its field training sessions while a Cooperative Research and Development Agreement (CRADA) with Universal Safety Response, Inc., has been finalized. 8

1 Jan 2014

Editors Comments: This article from Motor Trend Magazine features the legendary U-2 chase car. I chose this particular article because its current; however, there are several other websites with stories, photos, and videos about the chase car. For those who are interested, I will provide links to this website and others at the end of this article.

"It's actually a lot of work," my driver, Lt. Col. Mikko LaValley, tells me. "You're going 100 mph, I'm driving with one hand, I've got the radio in the other hand, and I'm calling out distances and giving him advice." The question, of course, is why this elaborate, multi -spatial, vehicular dance is taking place. The answer is twofold. The first reason is that the U-2 is an incredibly difficult plane to fly, even for the guys who've been doing it a long time.

Chevrolet Camaro SS, U-2 Chase Car

Cold War Hot Pursuit: Camaros, Spy Planes, and the Men Who Fly Both

By Scott Evans | Photos By Brian Vance | From the January 2014 issue of Motor Trend |

It's not unusual in my line of work to be traveling at wide -open throttle in a car with more than 400 horsepower. It is rare, though, to find myself doing that all the way around a corner. It's extremely rare to do it while chasing down a jet, and yet here I am tearing down a runway at full tilt behind a landing spy plane. I'm in the passenger seat of a Chevrolet Camaro, and, thankfully, the guy driving has done this a few times. "OK, and that's 10, eight, eight, eight, six, four, two, two, two," Lt. Col. Jon Huggins calls out over the radio. He's in the other "Mobile," an otherwise stock Chevrolet Camaro SS upfitted with a yellow light bar and military radios. Mere yards ahead of him, a Lockheed U-2 spy plane hovers just above the runway before suddenly dropping to the earth. Along with the man at the stick, Huggins is a U-2 pilot, and none of this is for show; it's an everyday job.

"The main challenge is below 10 feet -- that's why they call it the Dragon Lady," Capt. Brandon (his last name is withheld for security reasons, as he's an active-duty pilot) says. "It's elbows, hands, feet -- everything is working together just to keep the plane going straight and landing on the runway. It's completely unique. There is no other plane in the world -- in the history of aviation -- that has the same flying characteristics as the U-2."

The main challenge is below 10 feet -- thats why they call it the Dragon Lady.

Landing a U-2 is no easy task. Unlike most other planes, the U-2 only has two permanent landing gears, lined up as on a bicycle, rather than three sets of landing gear, arranged like tricycle wheels, as on other planes. The big wheels up front support most of the plane's weight, while the smaller, "skateboard" wheels at the back steer the plane. Continued 9

1 Jan 2014

The U-2 lands on its tail wheels first because the rudder, which steers the plane while it's in the air, stops working at low air speeds and on the ground. On top of that, the pilot has to balance the plane on its two sets of wheels. While the wingtips have titanium skidplates should they drop on the ground, it's possible for a wingtip to dig in and whip the plane around. Once the plane is stopped off the runway, a crew comes out in a truck and installs the "pogos," basically metal sticks with little wheels on the bottom that plug into the wings and hold them up while taxiing. The pogos fall off when the plane takes off.

You stall it from 6 or 10 feet, you're really going to break something, so having that car there is really a safety check for us to make sure we're getting down into that zone and not dropping in in a plane that has $250 million worth of sensitive sensors on there." "A lot of times it's not just the top-end speed," Kuhns explains. "We need the Camaros, or something with a sizeable engine, because you want to be able to catch up if you do it wrong. In all honesty, I can probably do it with a three-cylinder if I have enough run-in time to match his speed, but if I get out there onto the taxiway and let's say there's a bunch of fighter jets lined up in my usual path and I have to shorten my path all the way up, now I have to go from zero to probably about 100 mph in a real short span, and if I do it wrong, then he's gonna be way down the runway, and I'm not gonna be able to give him very good calls. I can only lead the jet so much."

SUIT UP Because of the extreme altitude, U-2 pilots wear gear that resembles a space suit. Pilots receive sustenance during 10 -hour stints via disposable tube.

The second reason for the Camaro chase cars is visibility. Because the U-2 flies at 70,000 feet, the pilots have to wear what is essentially a space suit. With the helmet, the fact that they're strapped in tight, and the limited field of vision through the plane's windows, it's difficult for pilots to look down and judge how high they are off the runway. "Put yourself in a sleeping bag, put oven mitts on your hands and a fishbowl on your head, and go sit in a closet for 10 hours, and you'll get close to the experience," says Lt. Col. Colby Kuhns. "That said, the closet doesn't have nearly the view. The view makes it all worth it." In an ideal U-2 landing, the pilot holds the landing gear just 2 feet off the ground, then yanks back on the yoke to stall the plane and drop it onto the runway. "On any given day, we could do that without a Mobile," says Kuhns, "but it's that one day that pilot may not be on it. If you stall that aircraft from 4 feet, you're probably going to bend something.

There's also the issue of learning how different cars handle. Though the squadron currently has a fleet of Camaros, there are still a few Pontiac G8 GTs left, as well as the odd Pontiac GTO. Some pilots like the GTO best, though others say it's the most prone to spin. The G8s are well-liked because of their excellent outward visibility, but they're slow compared with the Camaros, which are hard to see from. When deployed to other bases, pilots can be faced with more choices. At regular stops, they'll have cars waiting, mostly Audis and Mercedes-Benzes in Europe, for example. At other bases where they don't normally deploy, they'll load two of the Camaros into a cargo plane and ship them over. Continued 10

1 Jan 2014

Lt Col Colby Kuhns

Then there's the question of weather. Making that same run in through big puddles and driving rain ups the challenge considerably, and it's not unheard of for a chase car to spin out. "You feel bad, because if you spin, you can't be down there to help the guy land, so he's on his own," says Captain Brandon. Unparalleled capability, ability to deploy anywhere in the world, and the highest-flying conventional plane ever built: Flying the U-2 is a privilege few pilots will ever enjoy. Which is better: flying the plane or chasing it in the car? "They're both equally as exciting," Captain Brandon answers. "The plane, every time you're flying it, it's an adventure. Some days, you fly the plane; sometimes the plane tries to fly you. As far as the car, other than being a race-car driver, nowhere else can you go to work, drive a car, get up to maybe 120 mph while holding a radio in one hand and giving calls. The cornering effect, even in a race car, you rarely hit a corner and turn 90 degrees basically at full speed. They're both equally as exciting. It just depends on the day which one was more fun." Editors Note: This article and others can be found at the following websites along with additional photos and videos . Motor Trend http://www.motortrend.com/features/ performance/1310_chevrolet_camaro_ss_u_2_chase_car/ Just Plane History http://justplanehistory.blogspot.com/2009/11/u-2-chasecars.html Jalopnik http://jalopnik.com/5537629/the-140+mph-chase-cars-of-the -us-air-force

U-2 "Dragon Lady" Height Wingspan Maximum weight Cruise speed Payload Cruising altitude Range 16.7 ft 103 ft 40,000 lb 475 mph 5000 lb 70,000 ft 7000 mi

Memories: The Chevy El Camino was the U2 chase car in the 70s and 80s. I couldnt find an actual photo, but it was similar to the car pictured below.

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Stories

Snuffys Corner
Never a Dumb Question

Wanted

He was working on a Dodge Ram Charger (Dodges attempt at a SUV), which had exceptionally long locking hub by Kevin Fecteau, SMSgt (Ret/2T3) assemblies. Soon, I hear the air gun removing the lug nuts and George AFB was in the process of closing down in 1991, but all seemed well. training for new mechanics continued until the last vehicle was Shortly thereafter I get a call to go check on his progress. Amn transferred. Snuffy almost had the right front tire removed, but I notice that his face is now red; he's sweating and cussing up a storm. He stands up, looks at me, and asks if the tires are always this hard to remove. The tire at this point is about two inches from coming off the hub. At that point I ask Amn Snuffy when he planned on jacking up the vehicle and actually using the jack stands. Unfortunately, Amn Snuffy didn't quite cut it as a GP As it was toward the end of the day Snuffy was the last one mechanic. finishing up his work. We inspected it and it appeared to be done correctly. I asked him what he needed to do next and that quizzical look came upon his face. "SSgt Fecteau, I have a Whoops! dumb question," to which I responded, "There is no such thing as a dumb question, ask away. Now mind you there are about by Roger Storman, SMSgt (Ret/2T3) 10 mechanics and the shop super had just come out to see how As Ive said before, Amn Snuffy tends to strike whenever the IG the day had gone. In the dead silence and with all ears is around and he proved my theory correct while stationed at listening he asks, "Now that I've changed the airline, do I need Kunsan. to bleed the air out of it?" Ten mechanics and one I learned that one of my former first sergeants was on the IG superintendent went running for the door with cackles and team, so I wanted to make a good impression by providing him laughs. Needless to say, I no longer use that line. with personal, first-class transportation service from the terminal to the billeting office. I asked one of my guys (Amn Snuffy) to have our Jeep detailed and ready for inspection. Well, it looked To Jack or Not to Jack? great on the day of the teams arrival, so I proudly drove it to the by Kevin Fecteau, SMSgt (Ret/2T3) terminal to pick up my former first sergeant. Amn Snuffy was under me for upgrade training. He sometimes showed streaks of brilliance and sometimes that of a burnt taillight. This day he was changing a leaking airline on the front of a GMC Top Kick 5 ton. After he clearly explained how he was going to accomplish the task, I let him change out the line. This was in winter and the ground was already covered with snow and ice. As he stepped into the Jeep, his left leg went in one direction and his right leg took the opposite route; in other words, he did a split. He tried to catch himself and as he did, his briefcase went flying. This all happened in a split second I had been working with him on conducting annual safety (no pun intended). inspections. After many days of walking him through safely Yes, Amn Snuffy had put Armor All on the rubber floor mats! jacking up a vehicle and using the jack stands, he begged me to Well, the first sergeant, and now IG team member, recovered, let him complete a brake inspection by himself. The shop gathered up his briefcase, and carefully got into the Jeep. civilian supervisor warned me to keep an eye on him but to As I drove away, we chatted and caught up with each others keep working on my vehicle. careers. In the back of my mind, however, all I could think Amn Snuffy arrived at Minot about the time I became a newly minted Buck Sgt around 1985. He was assigned as my first trainee of three that year. I can recall him but not the other two. Amn Snuffy unfortunately had eyeglasses that were thick enough to possibly start a fire with them. Amn Snuffy went clanging by with a 10 ton jack and two jack about was the incident and that we were dead meat. But the stands. I briefly watched him set his jack stand in front of the inspection turned out fine. As for Amn Snuffy, well, lets just say that we also chatted. vehicle and prepare to jack it up.

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