california wing - sep 2006

8/9/2019 California Wing - Sep 2006

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The Official Magazine of California Wing Civil Air Patrol

Fall2006

Come Float with Me Above the Wing with Maj. Charles Russell

in the Worlds Most Famous Airship

5 Bad Habits of

Zoomies to Be And How to Overcome Them

in Time to Apply Yourself

USAF Aux in a Box? Sweating Out CAPs Statement of Work

Plus:

Pondering Posse Comitatus

Approaching Rocket-Equipped Planes

Testing Telescoping Antennae


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EAGLE EYE 2

Above the Wing,Below the CloudsMaj. Russells Fall-Sports-Special

View of Cal Wing

HORIZON LINES 4

How a SOWChanged CAPs NowEnter the Era of the U.S.

Civil Air Patrol

CAPTAINS LOG 5

REDCAP in Review

COLUMNS

Commanders Comments 7

Birds Eye View 9

FIELD MANUAL 21

Can CollapsibleAntennae Hold Up?

SAFETY MATTERS 28

Airplanes Go BallisticBeware the Rocket-Deployed

Parachute

ATTITUDE 35

Police Power-less?Capt. Lord on Posse Comitatus

RE:CAP 39

A California Wing Fly-By

CADET COSMOS 47

5 Failures toCommunicate withthe Service Academies

Eagle Call is an authorized publication serving theinterests of the California Wing of the United States AirForce Auxiliary Civil Air Patrol. A private firm that isnot connected with the Department of the Air Force orwith the Civil Air Patrol Corporation publishes it. Theappearance of advertisements in this publication,including supplements and inserts, does not constitutean endorsement by the U.S. Air Force or CAP of theproducts and services advertised herein.

Eagle Call encourages contributions from all CAPmembers, military personnel, and related agencies.Material must be original, free of copyright constraint,unpublished, and submitted only toEagle Call, whichreserves the right to approve, reject, edit, abridge orexpand any submission. Features must be discussed inadvance with the Editor, Capt. Greg Solman, at909-338-5789.

Submission guidelines: As a thrice-yearly publication,the magazine is not suitable for dated material onroutine Squadron or Wing activities. PAOs and othercorrespondents should generally avoid subjects andstyles typical of newsletters. Use theAssociated Press

Stylebookor read the latest magazine for style points.Never imbed photographs within documents. Alwaysinclude contact information at the top of copy. Emailarticles, along with .jpg-extension photos of aminimum 500K resolution to: [email protected]. Other material should be sent to CaliforniaWing Civil Air Patrol, P.O. Box 7688, Van Nuys, CA91409. For information on advertising rates and spaceavailability, please call 1-800-635-6036.

Lt. Col. Virginia Nelson,Wing Commander

Capt. Frank Geraty,Director of Public Affairs, Publisher

Capt. Gregory Solman, Editor

Capt. Chris Storey,Deputy Director of Public Affairs,

Associate Editor

Capt. Sam Seneviratne,Technical & Scientific Editor

1

ON THE COVER: Maj. Charles Russell pilotsthe airship Columbia, circa late 80s.


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SANTA MONICAThoughmany of his fellow Civil AirPatrol pilots derogate search-and-

rescue missions as low andslow, Maj. Charles Russell fliesCAP Cessnas for their speed.

For Russell, Deputy Com-mander and Mission Pilot atSouth Bay Squadron 129 in Tor-rance, moving faster than anautomobile is a nice change ofpace from his usual job, steering Continued on page 11 . . .

For South Bay Mission Pilot Charles Russell,Flying the Worlds Most Famous Airship

Made for Some Very Goodyears

the Goodyear blimp all over theWing and beyond. The trick tobeing a good blimp pilot is you

have to be slow, he says. Youhave to think slow, not in a rush.Its a great ride, very relaxing.Though flying an airship is like atail-dragger, you can never relaxtoo much.

That being said, hes readywith his standard line on blimpsafety: Its the only aircraft I

know where you lose bothengines and go up.

In truth, he says, takeoffs and

landings can be tricky. Once on across country from Santa Mariato Oakland, turbulence caught theairships 2,400 square feet of sur-face area and kept him in the airfor seven hours. It was scary,he recalls. I really had to go tothe bathroom.

2

Above the Wing,Below the Clouds

Above the Wing,Below the Clouds

By Capt. Greg Solman, Eagle Call Editor


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LOVE UNLIMITED: Gorgeous Pebble

Beach near Monterey.

ROSEY PICTURE: The UCLA Bruins

take on the Fightin Illini.


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VAN NUYSRumbles of dis-cord from long time members cryout for answers. This is not theCivil Air Patrol I joined yearsago, they say. Things are get-ting too complicated. Whathappened to the organization Iremember that just did the job,comes the clamor, where theonly uniform I owned was a flightsuit? Can someone tell me whatthe heck happened to thatCAP?

How a SOW Changed CAPs NowBy Capt. Frank Geraty, Director of Public Affairs

Seasoned Officers Wonder Whether This Shall Be

The Winter of Our Discontent or the Start of a Spring Renewal

TAIL OF TWO CAPs:Because of changes in our tasking, Civil Air Patrol must fly

without showing its Auxiliary colors.

Continued on page 27 . . .

felt obligated to return to do mypart, however small. I was sur-prised to find that CAP hadbecome a very new organizationwith a similar name and with out-wardly the same missions. Istarted asking questions of ourtop-level brass.

Heres some of what I found.The first shoe of the new eradropped in 1999 when the USAFand the corporation named theCivil Air Patrol (Inc.) got togetherand decided to create, for the firsttime, a watershed document thathas been associated into the cor-porate constitution and bylaws. It

SEAL OF

DISAPPROVAL:

Incoming CAP

crest eliminates

reference to the

USAF Auxiliary of

the past.

HORIZON LINES

I was a part of that CAP a fewyears back myself, before work

took me out of state. Eventually Iwas transferred back to Califor-nia. It was just before 9/11. Whenthe national tragedy happened I


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advance even detecting a long-ago junked-airplane emergency-locator transmitter (ELT) the sat-ellites hadnt heard.

Februa ry : The month endedwith one of the most unusualalerts when two 14-year-oldboys, bored up at Big Bear,borrowed their dads Mooney

DEBRIEFING: As the songgoes, It Might as Well BeSpring from February throughMay, as the period containedinclement missions, extraordi-narily taxing trials, and feverishperiods of activities, particularlyaround the Presidents visit toCalifornia, with possibly somevery low AWAC sweeps in

CAPTAINS LOG

for a joy ride. The only prob-lem, apart from the obvious,follows: The two occupantswere not pilots, reports Inci-dent Commander Capt. BobKeilholtz. After the fatherwitnessed their unauthorizeddepar tu re and the i r nea rinability to control the aircraft,

5


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9/60

Rampant

Rash

Taxi AccidentsCan Be Avoided

Col. Virginia Nelson

Commander, California Wing

Civil Air Patrols flight

safety record is historically better than general

aviations. But while CaliforniaWings pilots continue to do agood job of safely flying ourplanes there has been an unfor-tunate increase in aircraft acci-dents while they are beingmoved on the ground.

Some pilotshopefullynone of ours-argue that taxi-

ing is only an incidental activity,a necessary chore prior to flight,when the real skill applies. I dis-agree. There needs to be equalsituational awareness in the taxiphase and the flight portion. Ithink youll agree that there area lot more things to hit with youraircraft on the ground than in theair. While airborne, you couldhit a bird, or heaven forbid,

another aircraft. On the groundyou could hit a bird, or heavenforbid, another aircraft. Or apole, a hangar, a car, a sign, or alight on the taxiway. The possi-bilities are endless: I remembera CAP plane that once struck aPorta-potty.

Are you trying to accom-plish prefl ight tasks while

taxiing? Adjusting radios, pro-

gramming the GPS, checkingyour charts, calling for clear-ance, adjusting your mixture?The list goes on. These distrac-tions keep you from having youreyes where they belong, outsidethe cockpit.

Once the flight is over andthe engine is off planes still needto be moved. Even with years ofexperience using a tow bar it can

be a challenge. The ground maynot be level. You may be tiredfrom a long flight. It could bedark. Crew resource manage-ment techniques should be asroutine on the ground as in theair. The aircrew should helpkeep an eye on the wings andtail during movement and pushas directed by the pilot.

Nationally, CAP has suf-

fered six recent aircraft acci-dents that occurred when mov-ing them in or out of hangars.These are preventable accidentsthat generally come with largeprice tags. Squadrons with han-gars need to develop SOPsregarding how to hangar theirplane, place them in their air-craft binders, and walk through

the procedures with new pilots.

Make sure observers and scan-ners understand also.

CAP is self-insured for air-frame damage. So every dollarwe spend on fixing hangar rash(over $54,000 so far this year,and not all the bills are in yet)could be purchasing upgradedavionics and other equipment. Ithink you will agree that them o n e y s h o u l d b e u s e d t o

improve our fleet instead of fixingdamage. We all need to exercisecare and diligence when wemove aircraft on the ground.

Youve heard the expressionthat the job isnt over untilthe paperwork is done; like-wise, i t i sn t a successfulflight until the plane is parkedin good condition.

By Colonel Virginia Nelson

CommandersComments

Tothe Members of

California Wing

7


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8

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NORTHROP GRUMMAN CORPORATION

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D EFINING THE FUTURE


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BIRDS EYE VIEW

In the post 9/11 era, the CivilAir Patrol has been thrust intochanges the likes of which a

lot of old timers are having adifficult time adjusting to, muchless accepting. This is not theCAP I joined years ago hasbecome a common refrain.

Well, were in for anotherseismic shift. But rather than sim-ply tell you that we are obliged toadjust because weve been told todo so by CAP and CAP-USAFCommand, Id like to offer someinsight.

First, why the big changes? In

truth there are multiple reasons,but U.S. Northern Command(NORTHCOM) requirementswere the driving factor.NORTHCOM has the mission ofproviding military assistance tocivil authorities during contin-gencies (such as natural disasterslike Hurricane Katrina) and arosefrom the need for a single com-mander to provide air assets (suchas CAP) when needed. The 1st Air

Force Commander (1AF/CC),Maj. Gen. Scott Mayes, wasselected and given the addi-tional title of Air ComponentCommander.

CAP now has a greater levelof exposure to senior Departmentof Defense (DoD) leaders than atany time in its history becauseCAPs missions are highly visible

First WMU. Then MIMS.Why WMIRS?

With the Introduction of the Web MissionInformation Reporting System, CAP Is

Being Watched From Aboveand MustRise to the Occasion

By Lt. Col. Mike Prusak, USAF - California Wing Liaison Officer

to NORTHCOM and the1AF/CCvia the Web Mission InformationReporting System (WMIRS).This has already resulted in theDoD tasking CAP with a widervariety of missions than everbefore. For example: Hyper-Spectral Imaging (ARCHER)missions are tasked throughWMIRS as well as Western AirDefense Sector (WADS) missionswhere the USAF asks CAP to actas intercept targets for F-16s.

From the various wings inputinto WMIRS, CAPs NationalOperations Center (NOC) pro-vides mission requests in USAFsAir Tasking Order (ATO) twicea week for the approval of 1AF/CC. In addition, a situation report(SITREP) is submitted each dayon the result of CAP missions;

the Wing-reported data fromWMIRS is used to generate thesereports. With its ability to stream-line training missions, generateCAP Form 108s, and eliminatethe CAP Form 10, WMIRS takesthe Civil Air Patrol several stepscloser to a truly paperless system.

But dont miss the point,folks: Thats a two-star Generalthat has daily visibility of every-thing CAP does, right on hisdesktop computer, all by themagic of WMIRS.

The importance of WMIRScannot be overstated. CAP has

proven itself many times, but if itis going to continue to be a viableasset in the war against terror,natural disasters, and search-and-rescue missions, it must put itsarms around WMIRS. Change,particularly the technologicalvariety, can be frightening. Butits exciting and rewarding at thesame time. Each of you can takethe on-line WMIRS course thatthe Wing has online. Become the

expert in your squadron and helptake CAP into the 21st century.

Members with further ques-tions about WMIRS, or to requesta one-on-one tutorial, are invitedto contact Col, Prusak at (916)564-1605 or via email [email protected].

. . . a two-star

General has dailyvisibility of

everything CAP

does, right on his

desktop computer,

all by the magic of

WMIRS.

9


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Above the Wing, Below

the CloudsContinued from page 3 . . .

Modern blimps have global-

positioning systems and movingmaps. Back in the dayMaj.Russell celebrated his 25th anni-versary of flying blimps lastyearhe would watch the

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15/60


the Clouds

EAGLE EYE

shadow of the blimp on the

ground to determine the airspeed.Outfitted with two 210 horse-power Continental IL 360Dengines, the blimp likes cruisingat 30 miles per hour, with a topspeed of 50 MPH, he says. Awheel substitutes for a stick tomove the elevators. Pedalswork the rudders. It handlesmore like a submarine than aplane, he laughs.

Maj. Russell knows the skybetter than the sea, however. Hestarted flying at 22-years old in1968, two years after he joinedthe Air Force as a civil engineer

WAR GAMES:Russell would simulate slow motion dive-bombing runs at the fantail, U.S. Naval Shipyard, Long Beach.

ANCIENT SMOG ALERT:Los Angeles downtown, minus Crocker Tower,

Bonaventure, other landmarks.Continued . . .


16/60

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17/60

Above the Wing, Below the Clouds

ON LITTLE CAT FEET:San

Franciscos waterfront and

Sunset districts, in for the usual

fog layer.

Continued . . .

B O I L E R M A K E R :

Above: Young Charles

Russell, as an Airman

1st Class, doing exoticwork for the Air Force.

who worked on boilers and heating systems. Healso cultivated a tan during tough duty on beachesand at poolsides teaching ocean survival. The AirForce would eventually take him him to NorthKorea, Willis AFB in Libya, Africa (I waskicked out by Kahdafi, he says), and MarchARB. He started flying airships after working forGoodyear on the ground starting in 1974, when hewas a part-timer at Northrup University in Los

Angeles instructing those seeking airframe/powerplant licenses. He worked as a mechanic forSchaefers Air Ambulance and became a flight

15

EAGLE EYE


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19/60

Above the Wing, Below the Clouds

Continued . . .

NO-ESCAPE VELOCITY:

Alcatraz prison, SanFrancisco Bay.

CLASS-BRAVO BLIMP:On approach to LAX. Airships use helicopter routes.

instructor and charter pilot forEagle Aviation in Long Beach,but found it was too boom-or-

bust. He returned to being a

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in 1977, he said. I was just

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He became an official pilot ofthe Goodyear blimp in 1980, andsince then has logged 350 to 400

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20/60

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21/60


the Clouds

appearances inBlack Sunday and

the original Gone in 60 Seconds(billed as Guy Flying Blimp, nodoubt);covering the 1984 Olym-pics in Los Angeles; being in SanFrancisco for the 1989 WorldSeries, only to cover the devastat-ing earthquake; and flying then-retired President Ronald Reaganand astronaut Sally Ride up fortheir first rides. Every December,it would seem, Maj. Russell

could look down on California,with gossamer memories, lighterthan air, and wistfully hum, Itwas a very Goodyear.

BLIMP TO BLIMP:Airship America as seen by Airship Columbia.

THE SLOW VIEW OF FAST:The blimp hovers above the Long Beach Grand Prix.

EAGLE EYE


22/60

20

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23/60

FIELD MANUAL

MAYbeorMAYbe Not

By Capt. Allen R. Lord, Travis Composite Squadron 22

A Diamond in the Rough? Our Tech TeamTests the MAY1000 Antenna

Continued . . .

Introduction: During field tests in the Gorman area, I found the Diamond MAY

1000 antenna to be useful. But while its compact size makes it an attractive

alternative to larger designs, I found the antenna to need careful handling. I

managed to break an element during routine testing. And compared to the

three-element Yagi design previously published [see Eagle Call, Winter 2005],

this design didnt perform as well as the PVC pipe & measuring tape design.

Whereas the adjustable feature is perfect for the repeater hunter, for ELT-based

missions my recommendation remains a perfectly tuned, fixed, three-element

antenna.Capt. Sam Seneviratne, Technical & Scienfic Editor

READY FOR ACTION:The MAY1000, field-ready.

21


24/60

22

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25/60

FIELD MANUAL

TRAVIS AFBNo one reallymanufactures a portable hand-held antenna designed specifi-cally for receiving emergency-locator transmissions. Homebuilders of antennae for search-and-rescue missions usually

stick to a tape-measure Yagidesign which, though func-tional, is something of a kludge,unprofessional looking in thefield, and varies widely in per-formance characteristics.

For those reasons, I washappy to see that San Marcos,Calif.-based Diamond Antenna

had produced a portable foldingantenna, the MAY1000, that isadjustable to be used over awide range of frequencies.They accomplished this byh a v i n g t e l e s c o p i n g w h i pantennae on a sliding adjust-ment point mounted on a boom.Diamonds design positions thefront element as the drivenelement and the rear elementas the reflector. An includeda d j u s t m e n t c h a r t a n d ametric tape measure help theantenna perform optimally byallowing what is essentially a

two-element Yagi antenna tobe field-tuned over a range ofabout 120 MHz to 500 MHz.T h e t e l e s c o p i n g a n t e n n ae l emen t s l ock i n t o p l acewhen opened wi t h s p r i ngferrules. Folded, the antennais a very manageable size,and resembles a martial artsweapon ( though you mightwant to be careful about whoyou point it at)!

The antenna can be usedfor t ransmiss ion (or up toten watts) or for reception,

Continued . . .

SWEET SPOT:Diamonds chart shows how the element spacing changes the sensitivity.

23

MAYbeor MAYbe Not


26/60

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S A N T A M O N I C A Thelength of a driven antenna ele-ment resonant at a specific fre-quency can be determined byapplying energy at that fre-quency to the element andadjusting the element length fora minimum standing-wave ratio(the ratio of transmitted-to-reflected power).

When the element lengthat resonance has been deter-mined, ground teams andUDFs using such equipmentshould prepare to reset theelements to resonant lengthsubsequent to collapsing andtelescoping for transportation.Some users suggest applyingmarks to the inner telescopingpart with dye or paint. Suchmarks tend to be obliterated

by friction from contact withthe adjacent outer telescopingpartnot to mention theycould be difficult to see underthe typically poor lightingconditions of night missions.

Another means to that endis to provide a gauge of appro-priate length(s) for re-settingthe elements in the field. Aslender wooden dowel, fas-tened for t ransport to theantenna boom, will serve thispurpose . A s imi lar gaugecan be used to adjust antennaelements o ther than thed r i v e n e l e m e n t .SM W.BurnsWilliam Burns is a trained engi-

neer and a member of Clover

Field Composite Squadron 51.

TUNE UP:

AdjustingTelescopic

Elements

allowing you to use it withyour hand-held radio to hitt he r epea t e r s i n mar g i na l

areas, or with your directionfinding receiver or scanner todetect ELT s ignals at farlonger ranges than an Adcockantenna, Doppler or others w i t c h e d - a r ra y a n t e n n a edesigns. The manufacturerclaims a gain of 4.5 to 6 dB,depending upon the f re-quency. For comparison pur-poses, a 3dB gain increase

would double your range,compared to a simple quarter-wave ( r ubber duck) wh i pantenna.

I t e s t ed t he M AY1000antenna using a 1mW signalsource tuned to 121.5 MHz ata range of 200 feet , us ingmy Al toids receiver [seeBreathtaking Ingenui ty,Eagle Call, Spring 2005, P.

1 7 . ] W h e n p o i n t i n g t h eantenna at the transmissionsource, I noted a gain of oneor two S-Meter points (orbars on the bargraph) andcould hear a distinct improve-ment in the qual i ty of thereceived tone (a very impor-tant test in radio directionfinding). Although my testswer e no t exhaus t i ve , t h i sindicates to me that theMAY1000 wi l l have somepotential for use in the field.

MAYbeor MAYbe Not

FIELD MANUAL

25

READY TO PACK: The

MAY1000, folded.


28/60

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27

is a formal Statement of Work(SOW) between CAP and theUSAF. It was the first time ever

that this relationship had beencodified, and truthfully, has beenthe subject of interpretation andreview ever sincehence manyof the changes.

Sometimes change meansconfusion. The two organizationshave suffered predictably. A for-mal change management pro-cess began early 2005 to addressthese issues, and is ongoing. CAPLegal officers, including our ownCalifornia Wing legal officer,members of Congress, and USAFparticipants are actively involvedin this SOW review process. Itcontinues today.

Some characteristics of theearlier Civil Air Patrol persevere.It is still an independent organiza-tion, existing as a separate entity,longer than the Air Force itself.CAP receives funding largely

from the USAF in support of ourprimary missions of emergencyservices, aerospace education andcadet programs. CAP serves otherorganizations that are neitherfunded nor a part of the Air Forcenor included in the SOW. Whenexecuting those non-USAF mis-sions CAP is not allowed to repre-sent itself or its membership asthe auxiliary of the USAF butrather as simply officers of the

Civil Air Patrol.The most visible result of

todays interpretation of the SOWis the removal of the USAF AUXmarkings on CAP seals and ourcorporate aircraft, some of whichhad only recently been added.That raises a natural question: Arewe the official auxiliary of theU.S. Air Force or not? The

answer wont be to everyonesliking: Only when actively per-fo rm i n g m i s s i o n s t h a t a r erequested specifically by theUSAF. That distinction is draw-ing a lot of attention.

A new functional system,

when CAP works under the SOWas the auxiliary of the Air Force,is the active mission managementtool WMIRS (see Col. Prusakscolumn in this issue). It is such apowerful communication andcoordination tool, a new standardmission procedure, that it enablesus to perform a far greater rangeof USAF AUX mission serviceson a coordinated local, regional,and nation wide basis. WMIRS-

documented missions are perfectexamples of where CAP puts onits Auxiliary head cover whileperforming its USAF AUX role.

Our new operation security(OPSEC) requirements relates tothe USAF-AUX jobs alone. Infact, it has no application toCAPs other roles, except insofaras other agencies that may be on a

How a SOW Changes CAPs NowContinued from page 4 . . .

HORIZON LINES

need-to-know basis, per OPSEC.Those relationships are spelledout in separate Memorandums ofUnderstandings (MOUs) betweenCalifornia OES, the Red Cross,and other organizations and theCivil Air Patrol (Inc.). They

receive CAP services (not USAFAuxiliary), for which there areseparate, non-USAF fundingsources. MOUs fill out CAPsother corporate service roles andresponsibilities from time to timeand are what distinguishes thename under which we operateand the wide variety of servicesCAP performs.

So like much of the technol-ogy CAP uses, CAP has changed,

too. One thing has remained con-stant: Change. The CAP story isnot complete. CAP will continueto evolve, and I trust it will do sofor the better. Aspects of CAP canbe likened to phrases like This isnot your fathers Oldsmobile.And, personally, I think that itshouldnt be either.

BLACK AND WHITE:A CAP mission base in the late 70s.


30/60

28

FULLERTONCivil Air Patrolground teams and urban directionfinders are altogether more likelyto offer assistance at a traffic col-lision than encounter an airplanecrash. Still, once theyre on thetrail of an emergency locator

Airplanes Go BallisticBy Capt. Chris R. Storey, Associate Editor, Eagle Call

The Growing Prevalence of Rocket-Propelled ParachutesPose Potential Hazards to Ground Teams. Advice on

WhatAnd What Notto Do.

transmitter (ELT) or chasingdown a last-known position(LKP), emergency services teamsdont know if they will find aninadvertently activated distressbeacon or the wreckage of an air-plane. CAP trains them to treat

every incident as life threatening.Like the traffic collision,

plane crash sites have similarobvious and sometimes hiddendangers (see Yellow Lights onElectric Avenue, Eagle Call,Spring 2006). One potential

SAFETY MATTERS


31/60

29

hidden hazard is a crashed aircraftoutfitted with a live rocket-deployed emergency parachute

sys t em. I ron ica l ly , t houghdesigned to save lives, theseballistic parachutes have thepotential to cause injury or deathto the unsuspecting rescuer.

Bal l i s t ic parachutes aredesigned to do one thing: Get alight plane safely on the ground inthe event of pilot incapacitation;mid-air collision; structural orcontrol failure; or engine failureat night over rough terrain or overwater. They are intended for use whenall other options for a safe landingare exhausted. The leading manu-facturer of ballistic parachute sys-tems, Ballistic Recovery Systems(BRS), St. Paul, Minn., claims tohave saved 188 lives since 1981.

When the pilot pulls an emer-gency release handle, a 55-footdiameter parachute deploys withthe aid of a solid-fuel rocket

motor from a specially designedcanister attached to the airframe.The parachute allows the plane todescend in a flight-level attitudeand cushions the landing impact.P a r a c h u t e d e p l o y m e n t i sextremely fast and, under idealcircumstances can potentiallysave the aircraft when deployedas low as 300 to 500 feet.

BRS systems come factorystandard on the Cirrus Design

Corporations SR22 and SR20,and can be added as an after-market item on ultralights andother home-built aircraft. Theyare FAA certified for installationon the Cessna models 150, 152,172, and 182. The newest genera-tion of Light Sport Aircraft suchas the Flight Design model CT,and sport aircraft from Symphony

A i r c r a f t , c a n l i k e w i s e b eupgraded or retrofitted. The com-pany says that worldwide, 20,000systems now fly on various gen-

eral aviation aircraft. As thepopularity of sport aviationincreases, more aircraft manufac-tures will enter this growingmarket. That means CAP teamsare likely to see more and moreaircraft equipped with ballisticparachutes.

At the scene of an accident,one cant count on the victims tobe in a position to warn you thatthe aircraft is equipped with a

ballistic parachute, but if theyrelucid, ask them. Even if the pas-sengers escape injury, the dam-aged aircraft with an unfiredrocket intact still poses a threat toemergency responders. So prepareto recognize some of the compo-nents in the wreckage, or evenidentify the BRS parachute logoon the aircraft. Remember, the Cir-

rus SR22 and SR20s are all para-chute equipped: You just have torecognize the distinctive profile.

Ballistic parachute systems

are installed in various locationsaccording to aircraft design. Onultralights, the parachute canisterand rocket motor are typicallymounted on the underside of theopen frame. On Cirrus airplanes,they are invariably installed in thestowage area, just behind the bag-gage compartment (a warning isposted on the fuselagebut dontcount on it being readable under anumber of conceivable accident

conditions, or even at night). OnCessnas, the parachute canister isin the left rear baggage area asviewed from the front. The rocketmotor is further outboard and tothe left, just under the rear win-dow. On most installations, plas-tic or fiberglass covers protect thecomponents and hide them from

Continued . . .

EXPLOSIVE DIAGRAM:BRSs life-saving rocket design.


32/60

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31

SAFETY MATTERS

PARA-SHOOT:Ground teams should clear the area of l ikely accidental

deployment.

view. When fired, the rocket andparachute will blast up and out ofthe rear window.

Once identified and located,implement procedures to keepyourself and others safe at thecrash site. Look for the likelydirection the rocket motor woulddeploy if activated. Remember,on most installations it willlaunch up from the baggage com-partment area. Ultralights or otheraircraft may be different.

C l e a r a 9 0 -d e g re e a r e aextending a minimum of 100 feetaway in that direction. Remem-ber, the aircraft might be lying onits side, upside down on theground or in the trees, or leaningagainst trees or boulders. Underno circumstances should rescuepersonnel place themselves, or

any part of their body, within that90-degree field. If you suspect acrashed aircraft is equipped

with a ballistic parachute, donot put your head over the rearwindow to look.

These things are lethal weap-ons: When ignited, the rocketgenerates roughly 225 pounds ofthrust over a 1.2-second burntime, accelerating to over 100mph in less than one tenth of asecond. These powerful rockets,only 1 to 2 inches in diameterand 8 to 10 inches long, drag a55-pound parachute with them. Ifyou are in the path of the rocketmotor when it fires, you can becritically injured.

One dangerous situation tofirst responders occurs when theaircraft crashes and the ballistic

parachute has notdeployed. Lookfor sign of deployment: the para-chute, harness, or lines still

attached to the aircraft; or the rearwindow broken out and scorchmarks on the parachute harnessstraps. If the parachute hasdeployed, there remains no haz-ard posed by the rocket motor.

The rocket motor burns asolid propellant derived from amilitary formulation and is veryresistant to accidental activation.BRS even claims that rocketmotors exposed to post-impactfires are unlikely to launch,though the rocket may burst in thefire. Some agencies conserva-tively leave removal and disposalof unfired rocket motors to localpolice bomb squads.

Local fire, police, or sheriffsdepartment personnel, who oftenaid CAP members in the field,may not have heard of ballisticparachutes and will rely upon

your expertise to inform them. Ifyou are first on-scene and evenalert others to the existence of thedanger, then you have done yourjob. While it is true that ballisticp a r a c h u t e s y s t e m s c a n b edisarmed with proper tools andtraining, that task should be abso-lutely, without exception, left toexperts. Advise others on-sceneto contact BRS, St. Paul, Minn., at(651) 457-7491 during business

hours (Central), or (763) 226-6110 after hours. ELT teams areadvised to keep these numbers inyour packed phone list. Addi-tional safety information for firstresponders is available at themanufacturers web site atwww.brsparachutes.com.

Mind you, the rocket motor is

Airplanes Go Ballistic



34/60

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CAPTAINS LOG

into storage in Compton to aSuper Drifter in Corona to a

Hughes 500 in Long Beach.Capt. Keilholtz said the Wingutilized three aircraft, 23 per-sonnel, 37 man days, [and]dispatched 20 UDF teams forfour finds.

Apri l : In advance of thePresidents visit in late April,ELTs and EPIRBs startedsinging first in the north thenin the south, where there were

two on the 20th (Santa Barbara,Firebaugh Airport); three onthe 21st (Corona); one on the22nd (Palm Springs); three onthe 23 rd (San Diego, LosAlamitos, Crystal Airport);one on the 24 th (NewportBeach), then finally a PalmSprings RF signal with directinterference with the presi-dential visit, reports IC Lt.

Shane Terpstra. Coincidence?

May: Always on duty (probablybecause the overtime pay is sotantalizing) a member justhappened to notice a distressbeacon at John Wayne Airportin the O.C. and passed it alongto the Air Force Rescue Coor-dination Center. John Hill,Keith Jackson, and Rich

Lovick later turned it off. ABell 206 flying Redlands toSanta Ysabel dropped offRADAR and a witness saw aplume of smoke: That broughtout four state agencies andCAP, only to discover that thepilot hadnt closed out theflight plan and was safe atRedlands. The smoke as

he notified the FAA. The FAAthen contacted the AFRCC

and a mission was openedbased on the probability of theaircraft crashing due to thepilots inexperience. Capt.Keilholtz launched crews fromGroup 1 and 7. Joe Orchardand Bill Hartmann, veteranofficers at Big Bear ValleyComposite Squadron 6750,provided the intelligence thatthe aircraft had taken off withonly a quarter tank, limiting

the search circumference afterRADAR t racking fa i led .National Park Police from theJoshua Tree National Monu-ment found the crashed air-planeand more important,two injured survivorsafterthe boys tried an emergencylanding ten miles north ofthe park.

March: The infamous BanningPass (see Dark Passages, Eagle Call, Spring 2006),took two more lives with aCessna Caravan travelingfrom Wichita to Van Nuyscrashed in mixed rain andsnow. Patrick Jones assistedSan Bernardino County sher-iffs. Classify 16-19 as a CAPversion of March Madness,

sports fans: IC Kei lhol tzreported that a total of 14sites were handled under onemission number. One ELTmay have caused many of thespinoffs since it had been intransit in a shipping con-tainer. Signals were all overthe Wing map, from a crashedCessna 172 that had moved

unfounded and unrelatedsaid IC Keilholtz.

Digress Finds: Lts. JuanFernandez and Jenny Burnetttraced an ELT signal atWhiteman Airport, location ofGroup 1 HQ in Pacoima, to oneof our aircraft, annoying a fewmembers, not to mention the DFteam. All aboard and ready tosail: In March, Capt. SamSeneviratne, 1st Lt. Bob Noble,and senior member William L.

Burns, all from Clover FieldComposite Squadron 51, SantaMonica, launched on what theythought was a ELT mission, andended up with a nice cruise,courtesy of the L.A. CountySheriff/Harbor Masters boat toboard the Southern Comfort 3Hunter 410 and shut off theEPIRB. And, finally, BobKeilholtz and Capt. Jon Stokes

secured 16 ELTs at the AircraftSpruce in Corona, and ICKeilholtz, Maj. David Boehmand Lt. Shane Terpstra awardedthe two-man t eam 16 non-distress Finds (how many claspsis that?). Supplying the some-times sarcastic Capt. Keilholtzw i t h a n e n d l e s s s u p p l y o f ammunition to throw againstmeandering ground teams and

UDFs, IC Lt. Shane Terpstrareports (scouts honor) that BoyScout Troop 677 silenced anELT near San Diego in February.Thanks, boys. Youll get yourswhen you join us later. Source ofall above: Closing traffic. Clas-s i f i e d m i s s i o n s o r t i e s n o tincluded, per OPSEC.Capt.Greg Solman

REDCAP in ReviewContinued from page 5 . . .


36/60

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37/6035

ATTITUDE

TRAVIS AFBA number ofyears ago, I attended a Civil AirPatrol activity during which a ca-det observed what he believed tobe an auto burglary in progress.The cadet broadcast over a CAPradio that he had seen a manbreaking in to a car and runningaway. The cadet stated that hecould see the man from his van-tage point and requested assis-tance in notifying the police.

At that point, a CAP oldtimer jumped on the radio andordered the cadet to walk away.He stated over the air, and in laterdefense of his actions, thatpossecomitatus law prevented CAPfrom becoming involved in anypolice activity.

Notwithstanding the wisdomof that advisory and the age of theparticular cadet, it became abun-dantly clear thatposse comitatusand how CAP should operateunder that law is not well under-stood by CAP members.

First, a disclaimer: I am not alawyer. I am a licensed privateinvestigator and a security con-sultant. The following should beregarded as commentary based on

my interpretations of the law.Originating in early 15th cen-

tury English law,posse comitatus(from the Latin for power of thecounty) referred to the authorityof the county sheriff to summonany able-bodied male over the ageof fifteen to assist him in keepingthe peace or to pursue and arrest afelon. Though the American roots

Police Power-less?By Capt. Allen R. Lord, Travis Composite Squadron 22

Seeing Our Mission Fall from Bombs Away to Hands Off,One Wing Officer Asking ifPosse Comitatus Really Constrains CAP

date to the Revolution, it survivesto this day, for instance, codifiedin California Penal Code 150:

Every able-bodied person above 18years of age who neglects or refusesto join the posse comitatus or powerof the county, by neglecting or refus-ing to aid and assist in taking orarresting any person against whomthere may be issued any process, orby neglecting to aid and assist inretaking any person who, after beingarrested or confined, may haveescaped from arrest or imprisonment,or by neglecting or refusing to aid andassist in preventing any breach of thepeace, or the commission of anycriminal offense, being thereto law-fully required by any uniformedpeace officer, or by any peace officerdescribed in Section 830.1, subdivi-sion (a), (b), (c), (d),(e), or (f) of Sec-tion 830.2, or subdivision (a) of Sec-tion 830.33, who identifies himself orherself with a badge or identificationcard issued by the officers employ-ing agency, or by any judge, is pun-ishable by a fine of not less than fiftydollars ($50) nor more than one thou-

sand dollars ($1,000).

The common law and Califor-nia agree substantively that anyand all such citizens have a dutyto come to the aid of law enforce-ment when requested to do so.California has raised the age re-

quirement to 18 years of age. (The15-year-old limit may have origi-nated from the common lawsmandatory membership age of 14in the irregular militia, which wascodified in the U.S. Act of Militia,1776.) So, even our minor cadets,though they may not be a part ofthe militia, are still persons andmay make arrests. Indeed, the

penal law and common law allowany person the rights of arrest.Juveniles are also still bound toassist the law because they have aduty to obey lawful commands ofthe civil authority.

The Posse Comitatus Act of1878 was a Reconstruction eralaw intended to prevent the mili-tary from becoming a GuardiaCivil, or national police force.Originally created as a rider to anArmy appropriations bill, it waslater re-drafted as part of the U.S.Code. After the Civil War, theArmy had been used in the Southto maintain civil order, and to imple-ment the policies of Reconstruction.The Army maintained a presenceto make sure that no further

rebellion was allowed to flourish.The Act remained essentiallyintact until 1956, when it wasapplied to the then relatively newAir Force:

18 U.S.C. 1385. Use of Army and

Air Force as posse comitatus

Whoever, except in cases and undercircumstances expressly authorizedby the Constitution or Act of Con-gress, willfully uses any part of theArmy or the Air Force as a possecomitatus or otherwise to execute the

laws shall be fined under this title orimprisoned not more than two years,

or both.

It is interesting to note that inthe entire history of the Act, not asingle person has been prosecutedfor a violation of the Posse Comi-tatus Act. For all intents and pur-poses it has been watered down to

Continued . . .


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BigBear

Airport District

909-585-3219

FBO Maintenance & Flight SchoolBarnstorm Caf Mandarin Garden

www.bigbearcityairport.com

DRS Marine, Inc.We are proud to salute the fine

men & women of C.A.P.

1378L emon St.

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818-899-7468

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SCHAEFERAMBULANCE

SERVICE

JOHNSON FRANK& ASSOCIATES, INC.

Land Surveying &Geomatics Engineering

714-777-8877

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C&DAerospace

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Search & Rescue

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CORPORATE HELICOPTERS

of San Diego

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Complete ServiceFor Single-TwinEngine Aircraft

SAN-LO AERIAL SURVEYSA CALIFORNIA CORPORATION

877-273-2112

858-565-10244879 Viewridge Ave., San Diego

Proud to support our

Civil Air Patrol members.

CERTIFIED PUBLIC AC-COUNTANT

507 1st Street, Suite BWoodland (530) 666-2727Email: [email protected]

Patrick Scribner

Harris & AssociatesSINCE 1974

Serving the planning design & construction

management needs of public agencies.120 Mason Circle

Concord (925) 827-4900www.harris-assoc.com

12653 Osborne St.Pacoima

818.899.5974

Warren AerialPhotography, Inc.

email: [email protected]: WarrenAerial.com

Fax: 818.897.6153

KleinFarms, Inc.

We salute the men andwomen of the C.A.P.!

200 Cypress Dr.Woodland 530-662-7932

Wood Group

Turbopower, Inc.

PTGA Hot Sections & Fuel Nozzel

F.A.A. Approved Repair Station NE4D385M2531 Nina Street, Pasadena, CA 91107

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AircraftStamping Co.

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626-443-2713

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5216 Pacific Blvd., Huntington Park

(323) 587-4141 www.aircraftxray.com

We are proud to supportthe lifesaving missions of C.A.P.

Aircraft Engines Serviceand Maintenance

13633 S. Crenshaw Blvd.Hawthorne 310-679-6457

Since 1932

BLS PARAMEDIC CCT AIR AMBULANCE

1-800-582-2258 www.schaeferamb.com

Van Nuys . . . 818-786-8713Los Angeles . . 213-468-1600


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37

the point of uselessness. This islargely because Congress retainedthe right to grant legislative

exceptions to the Act. The excep-tions to the Act are broad scaleand vast, allowing such things asthe use of the military to enforcelaws and defend national parks,secure Indian lands, suppresscowboys in Arizona, and doz-ens of similar exceptions. One ofthe most sweeping qualificationsis found in the U.S. Code:

42 U.S.C, 1989: United States mag-

istra te judges; appointment of per-

sons to execute warrants. Personsappointed by magistrate judges toexecute warrants related to certainspecified offenses have the authorityto summon to their aid Bystandersor posse comitatus of the propercounty or such portion of the land orNaval forces of the United States, orof the militia, as may be necessary

to enforce those warrants.

Civil Air Patrol Regulation900-3 reads in part CAP mem-bers may not be deputized nor may

they take an active part in arrest ordetention activities and have noauthority to restrict persons by useof force, actual or implied.

At first glance, that wouldseem to be in conflict with theCalifornia law mandating coop-eration with law enforcement,under penalty of fines, no less.The dual nature of CAP membersintensifies the contradiction.Members operating within the

corporation have no more author-ity to arrest someone than a shoesalesman; yet they retain all oftheir civil liberties and obligationsand the corporate policies of CAPdo not abrogate them (exceptunder circumscribed conditionswhen members operate under theUniform Code of Military Justice).

Moreover, that regulation

does not directly countermand acitizens arrest made by CAPmembers for offenses committed

in their presence or upon theirpersons. Indeed, the United StatesDepartment of Defense codifiedin AR 600-40 that all members ofthe military have the ordinaryright of private citizens to assist inmaintenance of the peace. Thisincludes the right to apprehendoffenders. Citizens arrest poweris defined by local law but thepower to make a citizens arrest isa traditional common law right.

It is clear from a reading ofCAPR 900-3 that the regulation isintended to prohibit the making ofarrests and other active use ofCAP in civilian law enforcement.Obviously, CAP has no legalauthority as an organization toaffect an arrest under any intrinsiccolor of authority.

As a corporate policy thismay be sage advice, but it is notthe law, only the policy of a char-tered corporation. So the questionremains: Are members of theCivil Air Patrol on duty even sub-ject to the Posse Comitatus Act?

The answer, not surprisingly,is both yes and no. The Office ofthe General Counsel to the U.S.Air Force makes it very clear inhis policy paper on the subject:

1. Threshold RequirementsThere are two threshold requirementsfor the applicability of the Act to a

particular action: the location of theaction and the status of the actor. Asto location, the Act is presumed tohave no extraterritorial implications.As to the status of the actor, the Actapplies to thefollowing:Active Duty Air Force Members(except when acting off-duty in a pri-vate capacity);Department of the Air Force civil ser-vants under military supervision;

Air National Guard members in fed-eral status;Air Force Reserve members on activeduty or active duty training; and

Civil Air Patrol (CAP-USAF) mem-bersperforming Air Force directed

missions [emphasis added]

CAP counter-drug missions,though usually limited to thetransportation of Drug Enforce-ment Agency personnel, is clearlyAir Force-assigned (or approved);and it is not uncommon for mem-bers on routine flights to, forexample, report suspicion ofmakeshift methamphetamine labs

to law-enforcement agencies. Ourability to carry out such missions,which would seem to be a viola-tion of the Act if read at facevalue, stem from Congressionalexceptions carved out of the Act.There is no question in my mindthat we are de facto federalagents when assist ing lawenforcement.

We are therefore not exempt

as private persons in our obliga-tion to come to the aid of lawenforcement, exceptwhen actingas an agent of the Air Force whileon an assigned Air Force mission.Air Force assigned missions arewell defined. When CAP is cov-ered by the Federal Torts ClaimsAct, we are on Air Force-assignedmissions; when were not, we are just a bunch of mall securityguardsbut with all the obliga-

tions of good citizens.Capt. Allen R. Lord is deputy

commander of Travis Composite

Squadron 22, a licensed private

investigator, and an instructor

with the California University of

Protection and Intelligence Man-

agement (www.Cupim.org). He

can be reached via email:

[email protected].

ATTITUDE

Police Power-less


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38

M. I. AIR CORP.Flight Training Airplane Helicopter

1745 Sessums Dr., Ste. 180

Redlands 909-794-1515

E-mail: [email protected]

Coldwell BankerPioneer Realty

COMMERCIAL * RESIDENTIALWe are proud to support & salutethe many fine efforts of the men

& women of our Civil Air Patrol!(916) 283-0370

372 West Main St., Quincy

Manufacturers Of:

Corrugated Containers Folding Cartons

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209-526-0444 / 800-772-04444530 Leckron Rd., Modesto

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We are proud to salute the

lifesaving work of theCalifornia Civil Air Patrol!

6660 Riverside Dr.

(909) 591-1827 Chino

DairylandHay Co., Inc.

Girardi & Keese- A T T O R N E Y S -

Proudly Salute and Support theMen and Women of C.A.P.!

213-977-0211

1126 Wilshire Blvd.

Los Angeles

Litz Construction Co.

Homes of DistinctionServing Plumas County Since 1978

Custom Homes

Lite Commercial

& Remodeling

530-832-5518 Portola

Jimsair Aviation ServicesCharter Brokerage Services Travel Agency

Aircraft Sales New & UsedPistons Turbo Props Jets Brokering

2904 Pacific Hwy., San Diego(619) 298-7704/Lindbergh

International Airport

DIEFORMPrecision Tubular Swaging and Fabrication

Flaring, Bending, Expanding, Hole Piercing/Punching, Push/Pull Rods, Control Rods and

Torque Tube Assembilies for aerospace,

automotive, medical and commercial.

310-323-6695 www.swaging.com700 E. 139th St., Los Angeles

HANGAR RENTALS TIEDOWNS FUEL FLIGHT TRAINING A & P SERVICES

San Bernardino CountyDepartment of Airports - CNOOffice: 909.597.3910 Fax: 909.597.0274

Email: [email protected]

We Are Proud To Support

Our California Civil Air Patrol

In Their Lifesaving Missions!

AFIFlight Training Center

FULLERTON AIRPORT

(714) 773-0741w w w . f l y a f i . c o m

SALES & SERVICE

J & R ElectronicsFAA XB3R9651

Radio & Autopilot

20511 Skywest Dr.Hayward (510) 782-5657

Healthcare and Education Distribution and Warehouses

Retail Commercial Offices Hotel and Entertainment

Technology / Construction Management

DAY CONSTRUCTION

is proud to salute and support C.A.P.!

3188 Airway, Building C

714-885-8950 Costa Mesa

www.dayconstruction.com

Complete Retubing Services Machining, Welding

Tube Cleaning Rodding Out

13488 Fifth Street, Chino 909-613-9000

CONDENSER &

CHILLER SERVICESI N C O R P O R A T E D

TROJAN PETROLEUM

805-922-04611665 W. Betteravia Rd. Santa Maria

Sullivan Propeller

510-782-0920

20995 Skywest Dr. Hayward

Service and Sales

Hartzell / McCauleySensenich / Woodward

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877-FLYTRLZ [359-8759] 480-396-7242

F L I G H T T R A I L S

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KNOW-HOWE WELD & MACHINE, INC. AIRCRAFT JACKS1020 Glen Road Newport, MN 55055

Phone: 888-625-2257 Fax: 651-493-3954

Web: www.aircraftjacks.com

Est. 1981Serving the Central Coast with Truck &

Trailer Tank Wagon & Card Lock CarryingShell, Union L.S.C. Arco and Other

WHOLESALE PETROLEUM

PRODUCTSTurnaround Capabilities

Radio Dispatched


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RE:CAP

PALM SPRINGSThe Gannett Founda-tion donated $2,000 tothe Cadet program ofPalm Springs Squadron11 at a fundraiser inRancho Mirage in May.The Mayor of PalmSprings, Ron Oden, at-

tended the event, laud-ing Civil Air Patrol pi-lots and celebrating thecadet program.

Gannetts DesertSun and Flemings Res-taurant sponsored theevening.Maj. BruceMarble, PAO

The Sun Shines on Palm

Springs Cadet Program

SNAPSHOT (L-R):Capt. John Craig, Commander, Maj. Bruce Marble, Lt. Mary Bauman, Mindy

Watkins, community relations director of GannettsDesert Sun, Maj. Roy Hofheinz and Maj. Roy

Heimburger.

not an armed, hair-trigger devicewaiting to explode. Built in safetyfeatures make it safe and reliable.Activation requires a deliberate

pull of 30 to 40 pounds to activatethe igniter and launch the rocketmotor. When pulled, the releasehandle will travel approximatelytwo inches before encounteringbuilt-in resistance. At that point,only about 7/16 of an inch ofadditional cable pull will acti-vate the igniter and launch therocket motor.

After a significant crash, theairframe might be broken up ordistorted. The mechanical cableconnecting the emergency release

handle to the rocket motor ignitermight have been stretched nearlyto the ignition point. If this con-necting cable is fully stretched,moving the damaged aircraft canprovide the additional 7/16 of aninch of travel needed to triggerthe igniter.

Yes, there is risk at the sceneof an accident, but it is easily

minimized. Above all else, takewhatever steps necessary to keepCalifornia Wings most valuableassetthat would be yousafe.

Capt. Storey is the EmergencyServices Officer of Fullerton

Composite Squadron 56, and is

active in CAP ES. Capt. Storey is

a certified SARTECH II with the

National Association of Search

and Rescue (NASAR), and a Cali-

fornia state licensed Emergency

Medical Technician.

Airplanes Go BallisticContinued from page 31 . . .

39


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40

SequoiaOrange, Inc.Farming over 4000 acres of citrus

in the San Joaquin Valley150 West Pine St., Exeter

(559) 592-9455www.sequoiaorange.com

We are proudto support the

Civil Air Patrol!

Open EverydayLUMBERAND PLYWOOD CUTTING AVAILABLE

Mon-Fri 7:30AM - 7PM Sat & Sun 8AM - 6PM

GOODMANS BUILDING SUPPLY775 Red Wood Hwy.

Mill Valley 415-388-6233

WWWWWeeeeeDeliverDeliverDeliverDeliverDeliver

Unicom 122.95Unicom 122.95Unicom 122.95Unicom 122.95Unicom 122.95Weather & Flight Planning Services

Maintenance Avionics Repair FSS Line Service

Chevron Branded Jet A & Avgaswww.mercuryairgroup.com /805-964-6733805-964-6733805-964-6733805-964-6733805-964-6733

404 Moffett Place, Goleta404 Moffett Place, Goleta404 Moffett Place, Goleta404 Moffett Place, Goleta404 Moffett Place, Goleta

Great WestProduce, Inc.

Fruit & Vegtable Brokers

Serving the area withquality and distinction.

2600 S. Eastern Ave.City Of Commerce

323-869-0200

Is proud ofthe lifesaving effortsofCivil Air Patrol!

530-865-1173

Willows-GlennCountyAirport

24 HOUR EMERGENCY SERVICE

1-866-866-9983

400 WOLVERINE WAY SPARKS, NV

COMPLETE PROPANE SERVICE

Randazzo ConcreteFOUNDATIONS SLABS WATER LINES

EXCAVATING BACKHOE CLEARING GRADING

24 Hour Phone Service

909-585-2891State License: #277798 / Erwin Lake

619-448-9000 / 800-888-3227

1825 N. Marshall Ave., El Cajon

Proudly Salutes

the Lifesaving

Efforts of

Civil Air Patrol!

Since 1952

FAA Certified Repair StationCertified Cessna Service Station & Parts DealerCertified Mooney Service Station & Parts Dealer

OMF Aircraft Authorized Dealer for California & Arizona

1749 W. 13th St., Upland909-985-1977 www.foothillaircraft.com

PeppertreeDistributors, Inc.Proudly Supports Our

California Civil Air Patrol.

(909) 884-31971375 E. Baseline, San Bernardino

DYNAMO AVIATION, INC.

(818) 785-956116147 Leadwell St., Van Nuys

FAA Repair Station

LZ3R676L

Manufacture Water Heaters Coffee Makers Aircraft Maintenance

Repair & Service Refrigeration Units Nicad Batteries Sheet Metal Fabrication

FAA FAR PART 133 135 137

888-562-5979www.blackhawkhelicopters.comCARDED: S.A.G. - C.D.F. - O.A.S. - FORESTRY

Located at Gillespie Airport

1920 Joe Crosson Drive, #8, El CajonE-Mail: [email protected]

LARGEST NAVY CLUB IN THE SOUTHWEST

CAP MEMBERS ELIGIBLENorth Island Navy Flying Club

San Diego, CA (619) 435-2525

Flight Instruction

Aircraft Rentals

T-34s Available

WWW.NINFC.COM

PART 141 SCHOOL

Toms Aircraft

Maintenance, Inc.2641 E. Spring St., Long Beach

562-426-5331 800-441-1485www.tomsaircraft.com

M C ConcreteConstruction Company

Residential & Commercial

FREE ESTIMATES FOUNDATIONS SIDE WALKS

POOL DECKS DRIVEWAYS SLABSSAWING-BREAKING & REMOVAL

P.O. Box 394, Los Alamos

(805) 344-4064 / (805) 688-7414

F. D. Sweet & Son

M O R T U A R YWhen CaringReally Counts

(530) 865-3349

825 A Street, Orland

Med-Pac, Inc.Air Ambulance SystemsQuick Change Medical InteriorsFAA APPROVED LIGHT WEIGHT CUSTOM INSTALLATIONS

FIXED WING AIRCRAFTAND HELICOPTERS.

Visit www.med-pac.net for more information.PO Box 5 Lake Park, MN 56554

Toll free: 866-875-8068218-238-5100 Fax: 218-238-5102

Santa Maria Airport

3820 S. Blosser Rd.

Santa Maria

ARCTIC AIR SERVICE, INC.

805-938-5500


43/60

TEHACHAPITwenty-seven cadets statewide participated in Central California Group

6s first Introduction To Flight camp here inAugust, a corporate-sponsored event more than ayear in planning. Those attending the four-day activ-ity received basic information on both powered andglider aircraft before climbing into the cockpit.Though severe weather shut down flight operationsearly on Saturday, each cadet received at least oneflight in both types of aircraft.

Instruction in the gliders started with the basics:Assembly. Lt. Col. Jim Welliver, deputy commanderof Los Alamitos Glider Training Squadron 41, thencleared the activities despite ominous skies, declar-ing that the area has some of the best thermals forsustained flight.

Porterville Cadet Senior Master Sergeant SylviaCrandell gave a thumbs-up to ground control and thetow pilot. Sgt. Crandall reported her flight as reallygreat and said she definitely wants to fly again.

Pilots such as Capt. Kevin Judy and Capt. BobSouza of Tehachapi Composite Squadron 46 gavemany cadets their first flight in a powered aircraft.Cadet Airman Myron Gutierrez was all smiles aspilot Capt. Rob Custer of Bakersfield Composite

Squadron 121 prepared to take off. Afterwards, hesaid the flight was great despite knees he describedas shaky.

The activity was not restricted to flying alone.Cadets also received instruction from senior memberEric Minlschidt in basic first aid and hands on train-ing in Urban Direction Finding techniques.

Former Assemblyman Phil Wyman, a long timesupporter of CAP, as well as artist Don Morgan, whodonated the design of the Glider Camp t-shirts,attended the concluding awards banquet. Lt. Col.Steve Asche joined the festivities to represent the

Wing Commander Col. Virginia Nelson. Capt.Thomas (Tim) Wallace, Commander of Squadron46, was named outstanding senior member;C.J. Bishop was named outstanding cadet forhis positive attitude and hard work.

Activity commander Lt. Col. Mark Dickerson

RE:CAP

Innovative Flight Camp Takes Offpresented Capt. Theresa Longley with a poster of anSR-71 signed by the last pilot to fly the aircraft, as

well as Astronaut Gordon Fuller, as a token of appre-ciation for her many hours of labor. This could nothave happened with out the hard work of fellow CAPmembers, said Capt. Longley, Commander ofSequoia Porterville Composite Squadron 33, whohelped originate the event. But also a big thankyou goes to all those members of the community,whether corporate or private citizens that donatedmoney to give our young people this opportunity.

The flight camp was borne out of a simple ques-tions. CAP received donations from Wal-Mart, Bankof the Sierra, Scaled Composites, as well as indi-vidual contributions.Capt . Maureen Pr ide,Group 6 PAO

THUMBS UP:Cadet Airman Myron Gutierrez, Burbank

Cadet Squadron 63, embarks upon his first flight. Despite

appearances, Rob Custer, Bakersfield Composite Squadron

121, did the actual piloting.

41


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42

22005 Skywest Dr., Hayward510-782-9063

www.budfieldaviation.com

1125 Lone Palm Ave.,Suite A-1Modesto (209) 575-2308

We proudly support the men and

women volunteers of Civil Air Patrol!

Proudly supports the lifesaving

efforts from the members of C.A.P.

90 Sale Lane Red Bluff

Proud to support Civil Air Patrol!

2225 Plaza Pkwy.

Modesto 209-524-4733

2549 Sperry Ave., Patterson

(909) 866-5766

www.bigbearmountainresorts.com

FerndaleRESORT & MARINA

Lakeside Hotel Units Restaurant Boat Rentals & Sales

6190 Soda Bay Road, Kelseyville

707-279-4866

909-829-70301670 Miro Way Rialto, CA

We gratefully acknowlege thelifesaving work done by thevolunteers of Civil Air Patrol

MERCYAIR...a heartbeat away

Locally Owned & Operated Since 19085081 Bullion St.

Mariposa 209-966-2021

TITLEINSURANCE

ESCROWSERVICES

D.M.K. AVIATION1035 Anderson St.

Red Bluff 530-529-3240

We wish to thank the members of

our local Civil Air Patrol for the

work they do on behalf of air safety.

ON TARGETFIREARMS INSTRUCTION

SPECIALISTIN SALVAGE

www.parkerdiving.com

415-331-0328 Toll Free1-800-464-3010

P.O. Box 1648, Sausalito, CA 94965

(209)

892-8241

SPRAYINGSEEDING

FERTILIZERDUSTING

A&P, I.A., Flight Instructor 619-562-9088

Antique Aircraft Restoration Wood, Fabric & PaintAircraft Maintenance-All Types

1825 N. Marshall Ave. El Cajon

Beth Carver, GRIBroker Associate

Realtor / Property [email protected]

D.R.E. Lic.#01033334

(559) 642-3610 BUS.

(888) 220-8633 TOLL FREEwww.basslakerealty.com(559) 658-1784CELL(559) 642-2771 FAX

Pines Village North ShoreP.O. Box 349 Bass Lake, CA 93604

Plew Plumbing & Electrical Complete Selection Of Plumbing

And Electrical Supplies Pump & Filter Systems

(916) 623-6591

31480 State Hwy. 3

Weaverville

ALVAREZ AIRAir-Conditioning * Installation * Refrigeration

AACH

Phone 559-799-1679Fax 559-594-5915

John Alvarez, Owner

348 East OaklandFarmersville, CA

LIC> #614901

With Our Compliments

Toll Free: 1-888-PIK-PROP

818-779-7767 [745-7767]16140 Covello Street, Van Nuys

Executive

Propellers, Inc.

ROSEMARY J. MACHADO

REAL ESTATE

P.O. Box 2361

Sausalito, CA 94966

(415) 332-9331

Red BluffCalifornia

530-529-7060

ALWAYS LOW PRICES.

Proudly Salutes the California Civil Air Patrol!

(209) 824-20001205 S. Main St., Manteca


45/60

MARCH ARBInland EmpireGroup 3 hosted Spek-Trak 2006over the last weekend of July aspart of its ongoing efforts toag

california wing - sep 2006

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