CHAPTER VI

EVOLUTION AND EXPANSION, 1973-1981

For nearly a decade. the Military Airlift Command

had transported thousands of soldiers and countless

tons of war material to Southeast Asia to sustain

American and South Vietnamese military operations.

This had been the command's primary focus. As the

Vietnam cease·fire agreement went into effect on 27

January 1973. MAC began a period of transition.

Initially, the command supported the withdrawal of

military forces and evacuated civilians from Vietnam.

These operations required considerable airlift

resources and proved the value of airlift's

responsiveness. Thereafter. the nine-year period

extending from 1973·1981 was characterized by

several developments that shaped the course of

military airlih well into the command's fihieth

anniversary year. World events such as the Arab·

Israeli war, the oil crises, Iranian Revolution, and

Soviet intervention in Afghanistan dramatically

underscored the need for military airlih to support

American diplomatic initiatives or assist, if required,

contingency operations. Confirming the evolutionary

course of airlih was the Air Force's decision to

consolidate all tactical airlih resources under the

Military Airlih Command between 1974-1975.

Additionally, the command continued its longstanding tradition of transporting food, supplies. and

medical equipment during times of natural disasters.

Besides demonstrating the United States' good will.

these humanitarian airlihs helped many people around

the world to overcome devastating circumstances.

END OF SOUTHEAST ASIA OPERATIONS

Following the signing of the Vietnam cease-fire

agreement in Paris, the Military Airlih Command,

augmented by commercial transports, began

withdrawing American and Allied equipment and

personnel from Vietnam in a 6o-day operation known

as COUNTDOWN. One of the first units to return to

its home station was Marine Air Group 12, equipped

with A-4 aircraft. From 29 January through 2 February

1973, five C-5s and 59 C-141 s transported 500

Marines and 1,350 tons of equipment from Bien Hoa

Air Base, Vietnam, to Iwakuni Marine Corps Air

Station, Japan. COUNTDOWN also included the

movement of more than 34.000 Republic of Korea

soldiers from South Vietnam. This portion of the

operation was conducted entirely by contract aircrah

from two civil carriers. World Airways and Airlift

International. Beginning on 31 January and ending on

23 March. commercial DC-8s transported the South

Korean forces on 162 missions, normally airlihing

around 875 troops a day. COUNTDOWN concluded

147

on 29 March 1973. During the last 72 hours of the

operation, a total of 10 C·141s and 16 commercial

flights brought nearly 4,000 American service

personnel to the United States. When the last

planeload, a commercial DC·8, lifted off from Saigon

with 219 troops, United States military involvement

in South Vietnam officially ended.. '

Concurrently, MAC was involved with Operation

HOMECOMING, the repatriation and rehabilitation of

American and third-country prisoners of war (POWI

from Vietnam. HOMECOMING, previously nicknamed

EGRESS RECAP, began on 12 February and concluded

on 4 April 1973. It was one of the more emotion·filled

operations in the history of military airlih, ranking with

those POW missions the command had undertaken

following World War II and the Korean Conflict.

Statistically, however, the airlih was a small one. Over

a period of seven weeks. MAC aircrews flew 118

C-9A and C-141 missions, transporting 5912 former

prisoners to the United States. Of significance. 325

of the POWs were members of the Air Force.

Quite appropriately, Operation HOMECOMING

received the highest priority of all Southeast Asia

cease-fire requirements. Many of the freed Americans

had been held captive in the "Hanoi Hilton:' the

"Zoo:' "Son Tay," "Alcatraz" or one of the other

infamous prisons in North Vietnam for as long as

seven years. In keeping with the terms of the ceasefire agreement, the North Vietnamese and Viet Cong

released the POWs at intervals parallel with the

withdrawal of American troops. The Viet Cong freed

its prisoners in Saigon, the North Vietnamese in

Hanoi. 3

On 12 February. MAC flew the first group of

POWs to freedom. Participating in the mission were

a C·9A, C·130, HC-130, and three aeromedicallyconfigured C-141 aircraft, staged at Clark Air Base.

Philippines. The C-130 carried an l8-person reception

support team and departed Clark during the night,

three hours before the three C-141 Starlifters. The

HC·130 served as an orbiting radio platform and left

Clark aher the C-130. The Starlifters followed; aircraft

tail number 60177, assigned to the 63d Military Airtift

Wing, had the honor of bringing the first freed

prisoners out of Vietnam. Commanded by Major

James E. Marrott from the wing's 15th Military Airlift

Squadron, this Starlifter arrived at Gia Lam Airport

northeast of Hanoi after a two and one-half hour flight.

The North Vietnamese then released 116 Americans,

waiting in buses.

The Viet Cong turned over another 27 Americans

at Loc Ninh; from there UH-1 helicopters took them

to Saigon. As the C·141 s made their way to Hanoi,
l..iButtHJImt ComtnlIntIfN Joseph C. Plumb, US Navy, being e$COrltKl to a C-747 at Gia Lam AiIport, North V"l8tnam,

for the HOMECOMING flight to C.rlc Ak Bsse, Philippines.

148
a C-9A aeromedical aircraft landed at Saigon, picked

up 26 of the former POWs, and then flew them to

Clark where they joined the other group from Hanoi.

A Joint Homecoming Reception Center at Clark

provided for their needs before MAC airlifted them to

military hospitals in the United States.· Captain Paul

A. Cronin, who flew one of the HOMECOMING

missions to the states, was quite moved by the

experience, and his thoughts reveal how

HOMECOMING touched the many involved:

Each man (POWl displayed a spirit and

pride in the United States and what it

stands for that I have never seen equaled.

These men who spent the past six to seven

years imprisoned made us all take a long

look at our own selves and sent us into

some deep soul-searching.'

Subsequent HOMECOMING flights followed the

precedent set on this first mission. Although

HOMECOMING was a very difficutt operation in terms

of its emotional demands, it was flawlessly executed

and, for many, ranks as the highlight of their Air Force

career. For their role in Operation HOMECOMING, the

aircrews of the Military Airlift Command received the

1974 Mackay Trophy, awarded by the National

Aeronautic Association annually for the most

meritorious flight or series of flights by an Air Force

organization during the year.'

AIRLIFT'S RESPONSE

AS CAMBODIA AND SOUTH VIETNAM FELL

Although the Paris Peace Accords had ended the

United States' direct military intervention in Southeast

Asia, the United States continued to provide massive

assistance' to counter North Vietnam's incursions

against Cambodia and South Vietnam for the next two

years. The United States' military aid, however, did

not stem the tide, and the North Vietnamese were on

the verge of taking over both countries by spring 1975.

FtfHH/ Americlln POWs ~V••rousing chfM, .~rd the C·747 CIInying them to freedom.

149
Prior to the fall of Saigon to the Communist North

Vietnamese and Viet Cong in late April 1975, an

urgent requirement developed for rapid deployment

of combat forces. When the military situation for both

the Cambodian and South Vietnamese governments

became desperate, the Joint Chiefs of Staff directed

MAC to airlih a precautionary force of more than

1,400 United States Marines and 1.500 tons of

supplies from Hawaii to Okinawa and then later to the

Philippines. The Marines would rescue Americans and

other foreign nationals from Saigon according to a

contingency plan called FREQUENT WIND and from

Phnom Penh, Cambodia, by Operation EAGLE PULL.'

Portions of these plans were executed on several

occasions in the weeks and months ahead.

Additionally, supporting South Vietnam's efforts

to defend Saigon, MAC airlihed emergency combat

supplies. During the first week in April 1975, the

command operated 17 C·141s, 4 C-5s, and 7

commercial aircrah to Tan Son Nhut Air Base, South

Vietnam, from various supply depots in the United

States. Included among the equipment were 105mm

howitzers, rocket launchers. M-16 rifles. tank engines.

and individual combat equipment. These shipments

replaced what the South Vietnamese forces had lost

or abandoned defending Saigon.'

United States government officials in Saigon

could readily see that South Vietnam's capital would

soon fall to the Communists. With enemy forces

probing key positions near Saigon, American civilians

still in Vietnam, numerous highly placed South

Vietnamese, and other third country nationals were

in serious danger. Their hasty airlih to safety at United

States bases in the Pacific was urgently required. The

large-scale evacuation of supporters of the South

Vietnam government was nicknamed NEW LIFE. 10 It

commenced on 4 April 1975, concurrently with

Operation BABYLlFT, the evacuation of Vietnamese

orphans from Saigon. As the demands of the orphan

airlih diminished, there arose a new crisis. The number

of refugees desperately wanting to leave Saigon and

Phnom Penh had escalated. Airlihing refugees from

South Vietnam's capital began slowly while the details

were being developed for a massive evacuation of

Vietnamese, according to guidance prescribed in the

FREQUENT WIND" contingency plan. At first the

number of United States personnel flying out of

Saigon had been held to 200-300 per day so as not

To .xp«Jite the .vlICUlltion ofrefugees processed.t s.igonl VietlHlmtlSfl II1II",. floor IoMIfId on lIirc",h. Here

in. C·141.

150
Aher evtJeuation from Vietnam by C-130s1 thflse Americans and Vietnamese awahed furthflr transportation

to interim safe havens in thfl Pacific or to thfl UnittHI States.

to alarm the local population. But. the potential

number of evacuees soon exceeded 73.000; among

this group were 5,422 Americans. 12 A massive airlift

was needed.

As the Communists closed in on Saigon in April

1975. the tempo of MAC's final Southeast Asian airlift

accelerated. Five C-141s departed Clark daily for

Saigon. To provide for a continuous evacuation.

C-1305. under the operational control of the Pacific

Command. also conducted evacuation flights

beginning on 23 April. From this date through 30 April

when Saigon fell, the C- 1305 flew an average of 7.25

missions daily. People hastily boarded the C-130s as

the aircraft engines remained running. The C-1305 and

C-141 s took the evacuees to Clark and Cubi Point

Naval Air Station in the Philippines, to Andersen Air

Force Base and Agana International Airport on Guam.

and to Wake Island. The airlift portion of NEW LIFE

reached its apex on 25-26 April when MAC's C-141s

evacuated 3.500 refugees during the two-day

period. 13

By the time Saigon fell to the Communists on 30

April, MAC's airlift forces had evacuated 50.493

151

Vietnamese and Cambodians to staging areas in the

Pacific. NEW LIFE required 375 missions: 201 C~ 141,

174 C- 130. and a single World Airways contract

flight. Airlift, of course, was not the only means by

which Vietnamese and Cambodian refugees escaped

from South Vietnam. More than 73,400 other

Vietnamese were fleeing Saigon on merchant ships,

sampans. and other vessels of assorted description.

United States Navy ships patrolling the open sea

rescued many of the "boat people." as they came to

be called, and took them to Subic Bay, Philippines.

Eventually, 31,155 boat people made it to Subic Bay,

whereupon C-141s and C~ 1305 airlifted them to other

locations in the Pacific between 29 April and 9 May

1975. C-130s flew 135 missions while the C-141s

handled sixty-one.

Another aspect of the evacuation operation drew

upon airlift to move large quantities of food. supplies.

construction materials, and support personnel to the

reception centers. During the three-month period that

extended from April through June 1975. MAC aircraft

flew 414 missions, transporting 8,556 tons of

supplies and 5,469 passengers to include specialists
OPERATION BABYLIFT

With the Communist takeover of Cambodia

and South Vietnam imminent, President Gerald R.

Ford ordered an evacuation of Vietnamese orphans

from Saigon to the United States. At a press

conference in San Diego on 3 April 1975, President

Ford explained his plan of action:

I have directed . .. that C-5A aircraft and

other aircraft especially equipped to care

for these orphans during the flight be

sent to Saigon. I expect these flights to

begin within the next 36 to 48 hours.

These orphans will be flown to Travis Air

Force Base in California, and other bases

on the West Coast, and cared for in

those locations.

President Ford's announcement set in motion

the dramatic humanitarian airlift known as

Operation BABYLlFT, which evacuated several

hundred Vietnamese orphans from Saigon to

adoptive families in the United States. BABYLIFT

began on 4 April 1975, when a C-5 Galaxy on its

way to Clark Air Base in the Philippines was

diverted to Tan Son Nhut Air Base near Saigon to

fly the first BABYLIFT mission. Shortly after the

Galaxy's cargo had been unloaded, the huge

aircraft took off for Clark with 314 Vietnamese

orphans aboard.

But this first BABYLIFTmission was marredby

tragedy. Fourteen minutes after takeoff, a massive

decompression critically damaged the aircraft's

flight controls, blowing out the cargo doors and

ramp just to the rear of the passenger area.

Valiantly attempting to return the C-5 to Tan Son

Nhut, Captain Dennis W. Traynor III, the aircraft

commander, crash-landed the C-5 in a rice field a

few miles short of Tan Son Nhut's runway. One

Operation BABYLIFT. VoluntfHIrs carried the orphans aboard a C-141, Hickam Air Force Base, Hawaii.

152
hundred thirty-eight adults, children, and babies

perished, but 176 survived.

General P. K. Carlton, Commander of MAC,

called Captain Traynor's courageous landing "one

of the greatest displays of airmanship I have ever

heard related." Assisting Captain Traynor

throughout the ordeal were 28 other crewmembers

who worked calmly and efficiently to attend the

passengers, assess damage, andperform the many

tasks critical to landing the aircraft. For

extraordinary heroism, Captain Traynor and his

copilot, Captain Tilford W. Harp, received the Air

Force Cross, the service's highest military

decoration. Awards to other crewmembers

included six Distinguished Flying Crosses and 29

Airman's Medals. Captain Regina C. Aune, a flight

nurse, received the 1975 Cheney Award for placing

the lives of the surviving orphans and other crash

victims above her own serious injuries.

Checking a newly arrived orphan at Travis AirForce

Base, California.

Although BABYLIFT had begun on a tragic

note, the operation quickly evolved into an

extremely smooth and safe airlift and received

internationally much favorable publicity. By noon

the next day, five MAC C-141s and several C-9s

under the operational control of the Pacific Air

Forces had moved another 141 orphans and 137

escorts from Saigon to Clark. For the remainder of

April 1975, MAC operated aircraft to support

153

BABYLIFT at a steady pace. From Saigon, the

orphans and escorts were taken to Andersen Air

Force Base, Guam; Clark Air Base; and Hickam Air

Force Base, Hawaii. At each of these Pacific

locations medicalandsupportpersonnel, along with

many volunteers, cared for the orphans and

prepared them for subsequent airlift to adoption

centers on the west coast of the United States.

Shortly after the evacuation of the Vietnamese

orphans began, Air Force Chief of. Staff, General

David C. Jones, directed MAC to evacuate a much

smaller number of orphans from Cambodia. The

command contracted this assignment. Operating

C-130s, Bird Air, a privately owned company,

airlifted a total of 52 orphans from Cambodia's

capital to U-Tapao Air Base, Thailand. The first

group of orphans arrived at U-Tapao on 9 April.

Another group of Cambodian orphans was flown

to U-Tapao by an aircraft that MAC chartered from

the World Vision ReliefOrganization. Also on 9 April

a C-141 took the 52 orphans from U-Tapao to

Clark.

Between 6 April and 6 May 1975, MAC and

contract carriers airlifted 1,794 Southeast Asian

orphans to their new American families in the

United States. The C-141s transported 949

orphans in 24 missions, while commercial carriers

airlifted another 845 orphans in four missions. The

aircraft transporting the orphans landed in San

Francisco, Oakland, Los Angeles, Long Beach, Los

Alamitos Naval Air Station, £1 Toro Marine Corps

Air Station in California, and at McChordAir Force

Base, Washington. On 12 April a World Airways

747 took 329 Vietnamese children to Los Angeles.

These children made up the largest group of

orphans airlifted on a single mission. The

Department of State terminated the orphan airlift

on 9 May 1975, ending an operation that had

exemplified the finest tradition of American

kindness and generosity.

SOURCES: HistolY of the M..IY Aitllft ComnMnd, 7 July

7974-37 DecMnbeI 7975 (ScottAFB, M.: OffIce ofMAC History,

7976), pp xvi, 204; C. Ctou, MAC MId Op«etJon BASYUFT:

AI, T,.tJ8pOrt In SUpport of NoncomlMUInt EVM:lMtion

Op«etioM (Scott AFS, It: 0ff1ctI of MAC Hi6tory, 7989), pp

70,77, 33-39;chtonoIogy, OfflceofMACHIstory, "Op«etJon

8IIbyMt, 3 Apr-73 M.y 75," 75 tJ«:.mber 7975; tepOrt,

HMdqcMtfeTS MAC, Deputy ChIef of SUI" for O".,.tioM,

"8IIcIc1JlOUnd Sout/HM$t Ass. EvllCU#ltion, " n.d.
such as bakers, cooks, doctors, nurses, and

engineers.,..

The next phase of the NEW LIFE evacuationOperation NEW ARRIVALS-required MAC to

transport the evacuees from the Pacific reception

points to resettlement centers in the United States.

The Department of Defense established centers at

Camp Pendleton, California; Fort Chaffee, Arkansas;

Eglin Air Force Base, Florida; and Fort Indiantown Gap,

Pennsylvania. The command's C·141s, augmented by

commercial aircraft, took the refugees to airfields near

these locations. The first planeload of refugees arrived

at Camp Pendleton, through the EI Taro Marine Corps

Air Station, on 29 April 1975. The final mission

reached the United States on 16 September 1975. In

summary, NEW ARRIVAL brought 121,562 refugees

to America on 600 missions: 251 C-141 and 349

I;} ••

Besides .wtIftJng twfugees to the United St.t.s,

contnJct'- eIso -.,J,.~from CMrtr

Ai 8IIse to othtH "", IMIIfHJS in the PItc/fk;.

154

commercial. Clearly, the commercial carriers had

played a vital role in the NEW LIFE-NEW ARRIVAL

airlift operations."

As NEW ARRIVAL was underway, MAC received

an urgent airlift request to support a Quick Reaction

Force. On 12 May 1975, in the Gulf of Siam more than

30 miles off the southern coast of Cambodia, Khmer

Rouge Communists seized an American merchant

ship, the USS Mayaguez, holding 39 crewmembers

hostage. Headquarters MAC received a verbal alert

order to stand by to move a contingent of United

States Marines from the Third Marine Division in the

Philippines first to Kadena Air Base, Japan, and then

on to U-Tapao Air Base, Thailand. Within seven hours

after receiving the alert order, a C·141 had departed .

Cubi Point for its destinations. Fifteen other C-14 1

missions quickly followed, and within a 22·hour

period, MAC airlifted 1,165 Marines and 121 tons of

combat equipment from Kadena and Cubi Point to UTapao. Helicopters, from both the Military Airlift

~ommand and the Pacific Air Forces, inserted the

Quick Reaction Force which rescued the USS

Mayaguez crew. When the force returned to U-Tapao,

political considerations necessitated the immediate

removal of the Marines from Thailand. The Military

Airlift Command completed the redeployment of the

Marines within 37 hours, using 1 C·5 and 13 C·141

missions."

The quick succession of events between April and

May 1975 had drawn heavily upon military airlift,

thoroughly testing its responsiveness and capabilities.

As the Military Airlift Command surged to meet its

tasking, it also had to rely upon the commercialairtines

for substantial assistance. These final Southeast Asia

operations confirmed once again that the United

States needed to maintain a war-ready military airlift

system. The Israeli Airlift in 1973 had underscored this

lesson as well.

AIRLIFT TO ISRAEL: NICKEL GRASS

Just as the United States was ending its massive

involvement in Vietnam and reducing its force

structure, the Military Airlift Command was called

upon to conduct a major wartime airlift in support of

Israel. On 6 October 1973, the day of Yom Kippurthe Jewish Day of Atonement - Egypt and Syria

simultaneously attacked Israel. in violation of the

tenuous cease-fire that had existed between the three

countries since the 1967 Arab·lsraeli war. Desperately

engaged in a two·front war, Israel quickly pressed all

of its own commercial aircraft into service to ferry

replacement war material from the United States, but

these resources were inadequate to transport the large

amount of cargo needed, especialty over- and outsized

cargo. Intensifying the crisis, the Soviet Union began

airlifting resupplies to Egypt and Syria on 10

October. I '
SYRIA

Incirlik

•

EGYPT

USSR

~-

-

3,163 MILES

- """"'-:.--------- ~~------===••

\

LIBYA

MAC FLIGHT ROUTE

------ ROUTE PRIOR TO 22 OCT 73

• AIRFIELDS

- US NAVAL SUPPORT VESSELS

ALGERIA

zaragoza •

SPAIN

MOROCCO

o

To Lajes /\...~'-.o-n01-

-

'"

'"

MAC AIRLIFT ROUTE - ISRAELI AIRLIFT
In response to an urgent request from Israeli Prime

Minister Golda Meir, President Richard M. Nixon

initiated an aerial resupply operation to Israel on 13

October. After considering several options,18

administration officials had elected to use only military

aircraft and resources, and the airlift commenced on

13 October, the same day President Nixon directed

it. Nicknamed NICKEL GRASS, the Israeli Airlift soon

proved the value of maintaining a responsive and

efficient military airlift system. For the next 32 days,

MAC C-141 and C-5 cargo transports streamed

steadily to Lod International Airport, Tel Aviv, Israel.

from multiple onload points'· in the continental United

States, carrying urgently needed war materials. The

aerial resupply was conducted with an en route stop

at Lajes Air Base, Azores, over a one-way average

distance of 6,450 nautical miles. Given the diplomatic

sensitivities associated with so much of the world's

dependence on Arab oil, the C-5 and C-141 flight

routes over the Mediterranean carefully avoided the

airspace of any nation in the region. 20

Only nine hours after President Nixon had made

the decision to resupply Israel, the command's C·141s

-"

and C-5s were airborne, en route to Israel. The first

NICKEL GRASS mission was completed when a C-5

landed at Lod International Airport at 2OO1Z on 14

October with 186,200 pounds of cargo. To expedite

the unloading operations of all MAC aircraft arriving

at Lad, another C-5 had been dispatched to Israel with

materials handling equipment and aerial port

personnel. Unfortunately, it was forced to abort into

lajes for maintenance. As a result, the cargo aboard

the first C-5 was unloaded manually by Israelis and

MAC crewmembers. The command's airlift planners

scheduled the flights into Lad at the rate .of 4 C·5 and

12 C-141 missions daily. The airlift flow peaked on

21 October with thl;! arrival of 6 C-5s and 12 C·141s.

Nine days later, 30 October 1973, the intensity of the

airlift slackened a bit as sealift began to take over the

bulk of the resupply operation. 2 '

From the arrival of the first mission on 14 October

through the landing at Lad International Airport of the

last aircraft on 14 November 1973, MAC's combined

force of C-5s and C-141s airlifted 22,318 tons of

material to Israel. The delivery was completed in 567

missions and 18,414 hours of flying time. In 145

Lajes Field in the Azores w.s the major sn routs station .nd the key to the Israsli Airlih rtlsupply opsr.tlon.

156
missions, the C-5s carried a little less than half of the

tonnage delivered; the C-141 s moved 10,754 tons on

422 missions. 22

By the time a cease-fire was in place on 2

November 1973, MAC's Israeli operation had

outperformed the Soviet effort to resupply Egypt and

Syria. The Soviet Air Force had used AN·12 and

AN·22 transport aircraft to haul 15,000 tons on 935

missions. What made MAC's performance all the

more noteworthy was that C·5s and C·141 shad

covered a o!"'e·way average distance of Q.450 nautical

miles compared with an average distance of 1,700

nautical miles flown by the Soviet transports. n

Contributing so significantly to the success of the

Israeli Airlift was the C·5 Galaxy, which carried an

average of 73 tons to the C·141 Starlifter's 28 tons.

Additionally, the C·5 transported outsized cargo

which, for NICKEL GRASS, included 155mm

howitzers, 175mm cannons, M·60 and M·48 battle

tanks, CH·53 helicopters, and A·4 aircraft fuselages.

No other USAF aircraft had that capability. NICKEL

GRASS further constituted the first real test of the C·5

under wartime conditions. It was striking testimony

to the performance of the Air Force's largest aircraft

that while it flew only 25 percent of the NICKEL

- "--.

GRASS missions, the C·5 airlifted nearly 50 percent

of the tonnage. The C·5s, moreover, consumed 24

percent less fuel than the C·141 s during the entire

operation. 24

While the Israeli Airlift confirmed the importance

of maintaining basing facilities at Lajes, it also

renewed interest in developing the C·5's aerial

refueling capability to its fullest extent as well as

incorporating this feature on all C-141 s. Had the

Portuguese not made Lajes available, and with

Germany, Spain, Greece, and Turkey refusing aircraft

clearances, MAC would have been hard pressed to

execute NICKEL GRASS. Aerial refueling would

address this situation, assuring the United States'

ability to project its military forces in future crises. The

airlift also pointed out the need to improve ground

handling equipment and procedures. In addition, the

crisis disclosed a requirement for cargo convertible

aircraft in the Civil Reserve Air Fleet. The airlift also

showed that the command and the Tactical Air

Command lacked procedures whereby tactical C·130s

could augment the MAC system during emergencies.

Overcoming these difficulties, the Military Airlift

Command completed the entire NICKEL GRASS

operation without reducing the command's other

OffloM/ing two CH·53 Super JoHy Green Giant helicopters at Lad Airport. Helicopters, 175mm field artillery

cannons, 155mm howitzers, M·48 and M·60 tanks we,. some ofthe IIIrgest p/fH:fIs ofaqulpment that the C·5

Galllxy carried.

157
Outsized cargo being moved from the b6IIy of a C-5 onto the trtJin of a 4()-K Ioade, at Lod.

k ....... '"

Concurrently, between 3 November and 30 December

1973, MAC completed 677 sorties supporting

OpertJtion NIGHT REACH. In .11, MAC ""crews and

two contract carrier DC-8s trtJnsporttHJ ove, 1,800

soldiers and 1,300 tons ofequipment to Cairo and Tel

Aviv to sustain peacekfHJplng forces In the field.

158

worldwide requirements, without activating the Civil

Reserve Air Fleet, and without mobilizing any of its

Air Force Reserve units.2&

FALLOUT OF SOUTHEAST ASIA

AND ISRAELI AIRLIFT

The Middle East crisis vividly confirmed the

strategic airlift forces' need for increased inflight

refueling and expanded airlift capability. During the

Israeli Airlift, the C-' 41 was not equipped for 'erial

refueling. Although the C~5 had this capability, it was

not used. General Carlton had sought permission for

aerial refuelings, but his proposal wa~ rejected

because of MAC's limited capability. The refusal was

based upon political considerations as well. Did the

United States need to maintain Lajes, if MAC aircraft

performed their missions without having to use the

Portuguese base? The United States government

believed it did and did not wish to raise this issue.

Had the Portuguese government not been

persuaded to allow Lajes to serve as an en route

refueling stop, the C-5s would have been restricted
Colonel Donald R. StrolMugh, the MAC ALCE

ComnMndfH.t Loti, g• .,. ISTMIPrime Minist., Goidil

MtJir • lHHIfing on llidlft control """""t OPfH.tion&.

to 33.5 versus 73 tons per trip. and the C-141 s would

have been unable to carry a worthwhile load. With

aerial refueling, both aircraft would have been able to

lift their maximum loads, thereby reducing the number

of missions flown. But at the time of the airlift. the

C·S had never undergone aerial refueling in an

operational environment, and few pilots were qualified

in this procedure. If C-S aerial refueling had been used

on the 'Israeli missions. MAC could have

159

decreased its C-141 missions by 57, C-Ss by 44. This

would have reduced the quantity of fuel expended by

48.5 million pounds or 25 percent. Frequently citing

these dramatic statistics, General Cartton worked to

make aerial refueling a normal operational procedure

for MAC's strategic transports. He emphasized to

Pentagon planners the benefits for strategic airlift

inherent in aerial refueling, notably a more rapid

worldwide response capability, heavier cargoes,

shorter closure times. and a reduced requirement for

overseas base support. JI Terrorism and the

uncertainty of obtaining aircraft clearances for

sensitive operations further bolstered arguments for

aerial refueling.

On 3 November 1973. even as the Israeli Airlift

was in progress, MAC sent Headquarters USAF a

proposal for training seven instructor crews at the

443d Military Airlift Wing at Altus Air Force Base,

Oklahoma, MAC's C·5 training wing. The seven crews

would give the command the nucleus of expertise

needed to provide a limited aerial refueling capability

for its two C-5 operational wings. This cadre would

be available for special missions and could train other

aircrews in aerial refueling techniques in the event of

prolonged contingencies or other special

requirements. In late November 1973, however, MAC

asked for approval to train one additional air refueling

crew for each assigned aircraft. This action would

produce approximately 70 aerial refueling qualified

crews over and above the seven-erew cadre the

command had originally requested. In Headquarters

MAC's view, having 77 C-S crews qualified in aerial

refueling techniques would give the command an

immediate and sustained response to contingency

situations. 21

Seeing the logic of MAC's second proposal,

Secretary of the Air Force John L. McLucas approved

the request. and MAC developed a program to train

the C-S aircrews in aerial refueling. On 1 May 1974.

a C-5 was refueled for the first time in an operational

environment by a Strategic Air Command KC-13S

tanker. And on 30 August 1974. MAC completed its

first overwater long·range, aiNefueled C-5 mission

from Dover Air Force Base. Delaware, to Clark Air

Base. The mission, nicknamed COLD JUICE I, covered

a distance of 10,060 statute miles and was completed

in 21 hours, 30 minutes, over the command's midPacific route. The C-5 carried 99,683 pounds of cargo

and received 44.200 gallons of fuel while airborne.

The aerial refuelings negated the need for three

landings and saved about 20 hours. The command

conducted seven more COLD JUICE operational

capability test and demonstration flights. The final

mission, which prompted the development and

validation of cell air refueling procedures and

techniques for the strategic airlift force. was

completed in January 1975.u
A KC-10A refwJlng 8 C-5A G_xy during FAA certific8tion tests, 1980.

Besides pushing the development of an aerial

refueling capability, the Israeli Airlift had also

highlighted the need to acquire more airlift capacity.

To address this requirement, MAC had two initiatives:

"stretching" the C-141 and expanding the Civil

Reserve Air Fleet. lengthening or stretching the

fuselage of the versatile C-141 by 23 feet. 4 inches,

would increase the interior by approximately 30

percent and enable the St.r!ifter to carry 13 rather

than 10 standard pallets. Studies had shown that

space rather than tonnage was the limiting factor, for

the C-141, as originally designed. was capable of

lifting more cargo. The stretch modification was made

by inserting a 13-foot, 4-inch, section in front of the

wing and a 1Q-foot section behind the wing.

lengthening the fuselage expanded the Star!iher's

cargo capacity 'by roughly one-third through the

addition of an extra 237 square feet of floor space.

This increased the aircraft's cargo capacity by the

equivalent of 2,171 cubic feet. Also included in the

stretch modification work was an inflight refueling

160

receptacle. This gave the C-141 an aerial refueling

capability for the first time and greatly improved the

command's airlift deployment options. When fitted

with a universal refueling receptacle that was

compatible with the Strategic Air Command's tankers,

the C-141's aerial refueling transfer rate was roughly

900 gallons per minute; only 30 minutes were needed

to fill the stretched C-141 to its maximum capacity

of 24,500 gallons. According to General Carnon, the

"increase in cargo space would boost MAC's C-141

airlift capacity by thirty percent with no appreciable

impact on range or cruise speed." Secretary of

Defense James R. Schlesinger put it another way:

"stretching all MAC's C-141s (was) tantamount to

adding ninety standard C- 141 s to the airlift force.",.

The Lockheed Georgia Company. the C-141's

primary contractor, performed the stretch process.

Two-hundred and seventy C-141As received this

major modification, which the Air Force recognized as

the most cost effective way to increase MAC's airlift

capability. The cost of the entire project was nearly
$500 million, and each of the modified aircraft

became known as the C-141 B. The prototype model.

YC·1418, roUed out of the Lockheed Plant at Marietta,

Georgia, on 8 January 1977. One month later, the

Office of the Secretary of Defense authorized the Air

Force to begin production contract negotiations with

Lockheed. The YC-141 8 completed its first series of

flight tests successfully on 25 March, four weeks

ahead of schedule. The entire prototype program was

finished in September 1977. again ahead of schedule

and approximately $4 million below the target cost

of $41.5 million. The Military Airlift Command

received the first production version of the stretched

C-1418 with its lengthened fuselage and aerial

refueling capability on 4 December 1979.so

The first operational mission took place on 6 April

1980, when tail number 67007, assigned to the 443d

Military Airlift Wing, flew nonstop from Beale Air Force

Base, California, to Royal Air Force Mildenhall, United

Kingdom, in 11 hours, 12 minutes, with one air

refueling from a Strategic Air Command KC-135 over

the Great Lakes. By December 1980. a total of 82'

C-141 as had entered the MAC inventory. Two years

later, Lockheed-Georgia had modified 215 C·141 As

into "B" models and had another 28 at its Marietta

plant in various stages of work. The Military Airlift

Command sent its last C-141 A to Lockheed in April

1982, marking the end of an era for the workhorse

of the command's organic fleet and signifying the

dawn of a new period characterized by still greater

airlift capability and flexibility. On 29 June 1982,

Lockheed..(3eorgia delivered the last of the stretched

Starlihers to the Military Airlift Command. concluding

one of the most successful aircraft modification

programs in Air Force history. S1

The cost of the C-141 stretch program was much

lower than purchasing additional ~irlifters. Between

1978 when the program began and mid-1982 when

the last C·1418 was delivered to MAC. lockheedGeorgia charged the Air Force $489.6 million for the

entire stretch modification. The'amount constrtuted

$37.5 million for developing a prototype and $452.1

million for modifying the entire inventory. This sum

equated to $1.81 million for each C-141 B. The total

cost of the program naturally pleased Air Force

officials; $489.6 million was an impressive $193.3

million below lockheed's June 1978 contract

modification estimate.S2

The Military Airlift. Command also sought to

acquire more airlift capacity for the strategic airlift

~. =

/"

,,

--

- With _ C·747A in the blH:kgt'OUnd, the "stnltchllt/" C-747 ptototype w_s out of the LocJcIHHId-GfIorgM ""t on 8 J_nuMY 7977.

161
forces by making greater use of the wide-bodied, longrange civil jetliners included in the Civil Reserve Air

Fleet. In 1975, the Civil Reserve Air Fleet was

responsible for about half of the United States'

strategic airlift capability in wartime and was capable

of furnishing 17,000,000 cargo ton-miles and

7,500,000 passenger ton-mik!s a day. By comparison,

the Military Airlih Command's organic aircrah could

generate 12,500,000 ton-miles daily with the Guard

and Reserve fleets providing another 8,000,000 tonmiles per day..n

PosItJoning the C-141 $t""'", to. refue6ng boom

of .}tIt t.nlclN.

Although the Civil Reserve Air Fleet had never

been activated to support military operations, the

nation's civil air carriers had always made sufficient

commercial airlih available voluntarily in times of

emergency, such as during the Korean and Vietnam

Conflicts. During the Israeli Airlih, the commercial

carriers, although reluctant to fly to Israel, backfilled

for the military aircrah on the scheduled routes. 14

Hence, the command would work with the Civil

Reserve Air Fleet carriers to ensure that more cargocapable aircrah would be available in crises. This

initiative eventually resulted in the enhancement

program, implemented in 1981.

Another major part of MAC's program to improve

strategic mobility was to modify the wings of the C-SS

so that this aircrah could reach its designed service

life of 30,000 hours. Soon aher the Lockheed Aircrah

Corporation had delivered the first operational C-S to

the 437th Military Airlih Wing on 6 June 1970,

command maintenance specialists discovered

structural deficiencies in the aircrah's wings of such

a severity as to limit the Ga/axy's service life to only

8,000 flying hours. Additionally, payloads had to be

kept well ~Iow what the contractor had advertised.

To overcome this limitation, MAC logistics experts

recommended a large-scale wing modification

162

program enabling the C-5 to routinely carry peacetime

cargo of 197,000 pounds for 30,000 hours, the

equivalent of a 3D-year active service life for each

aircrah.31

Following several years of planning and

development, the wing modification program began

in 1979 when the lockheed-Georgia Company

received the first C-S, tail number 68214. The aircrah

underwent a 16-month modification program to

rebuild the entire wing structure. Lockheed returned

this aircrah to the 436th Military Airlih Wing on 16

January 1981. For the remainder of the .year, MAC

flew the modified C-5 for over three hours daily, the

equivalent of nearly 1,000 flying hours. The

evaluation confirmed that the new wing worked well

and was capable of supporting payloads as

designed. 3t

As the 436th Military Airlih Wing conducted its

flight tests and lockheed performed its own fatigue

evaluations, Headquarters MAC developed a program

to modify the remaining 77 C-5 aircrah. Eleven to 14

months were needed to re-wing each aircrah. By the

end of 1985, 62 C-5As had been fitted with the new

wings. Accordingly, in December 1985, Major General

William E. Overacker, MAC Deputy Chief of Staff for

Operations, concluded that the C-5A wing

modifications had reached the point where the aircraft

had "sufficient flying capability to meet contingency

plans." Eighteen C-5As underwent wing modification

in 1986, the last seven in 1987.3'

AIRLIFT CONSOLIDATION

AND SPECIFIED COMMAND STATUS

Southeast Asia military operations, the Israeli

Airlift, and the arrival of the multi-purpose C-141

Star/ifter renewed interest in consolidating and

assigning all strategic and tactical airlift forces to the

Military Airlih Command. The issue had first surfaced

in World War II. In 1948, the Department of Defense

attempted to eliminate duplicative air transport

functions when it combined most of the assets of the

Navy's Naval Air Transport Service and the Air Force's

Air Transport Command into a single Air Force

organization. The newly created organization was the

Military Air Transport Service, whose commander was

accountable directly to the United States Air Force

Chief of Staff. But in keeping with the traditional Army

and Air Force doctrinal divisions, as well as the

limitations of aircrah, the Air Force had continued to

separate its airlih forces according to whether they

served intra- or intertheater needs or a specific

function like airlih for the logistics depots.

The next step toward airlih consolidation came

eight years later when MATS became the Defense

Department's "single manager for airlih service." At

this time, MATS took over all scheduled point-to-point

airlih operations and gained a portion of the heavy or
ADVANCED MEDIUM STOL TRANSPORT

In addition to the C-141 stretch and C-5 wing

modification programs, the Military Airlift

Command also worlced during the 1970s to

enhance its short take-off and landing (STOL),

tactical airlift capabilities. The turbo-prop C-130

Hercules, built by the Lockheed Aircraft

Corporation and used for United States military

airlih since 1958, performed MAC's tactical airlih

mission. After the consolidation of strategic and

tactical airlift, the Military Airlift Command had

approximately 285 C-130s, augmented by a

smaller aging fleet of C-7s and C-123s assigned to

the Air Reserve Component. Studies following

Vietnam had shown, however, that this aging fleet

was inadequate to meet all of the Army's tactical

airlift requirements. Additionally, the C-130s,

which made up the backbone of MAC's tactical

airlih fleet, would be between 20 and 30 years old

by 1985. The C-7 and C-123 possessed better

STOL capabilities than the C-130, but their short

range and relatively small cargo-carrying capability

limited their effectiveness. These aircraft were

getting older as well. In 1983, the mean ages of

the C-7 and C-123 were projected as 21 and 27

years, respectively.

The McOonneIDougMs YC-75 AMSTpt'OtotypB on

Its m.iden flight, 26 August 7975.

To remedy the shortage of short take-off and

landing aircraft, the Air Force contracted for both

Boeing and McDonnell-Douglas to build a prototype

of an air-refuelable Advanced Medium STOL

Transport (AMSTJ larger than the C-130 and an

aircrah, which in the words ofGeneral Carlton, was

"really a miniature C-5." Transporting outsized

cargo in-theater was the mission that General

163

Carlton and other senior Air Force officials

envisioned for the AMST.

Boeing and McDonnell Douglas were awarded

contracts in November 1972 to build the two

AMST prototypes. Each prototype was to

demonstrate the feasibility of a p,?wered lih

medium STOL aircraft with a wide-body fuselage

and the ability to carry a 27,OOD-poundpayload on

a 400 nautical mile radius mission into and out of

a 2,OOO-foot unimproved landing zone. The

prototypes were also to exhibit the ability to cruise

at 400 knots at or above 30,000 feet on a 2,600

nauticalmile mission. The prototype program ended

successful/yin early August 1977; the four AMST

aircrah had logged 1,397 test hours.

Th6 Bo6Ing YC-14AMST being towedinto position

for roII-out ctHtJmOfJies.

Comparing the prototypes with the C-130H,

the newest C-130 variant, the AMST had a cargo

compartment that was 68 percent greater. The

Boeing and McDonnel/ Douglas models could

deliver a 95 percent larger STOL payload and

required about half the field length during landing

and take-off as the C-130. But, fiscal constraints

prevented the AMST from proceeding beyond the

technological demonstration phase, and the

Secretary ofDefense dropped the program from the

military budget in December 1977.

SOURCES: HbfOTY of rM MIMtMy AJdIft ConvnMtd, 1 July

'9711-3' o.c.,.., '976 (ScottAFB, L: ()fff,r,.afMACHDtwy,

'976), P 333; Hbtwy of tIM MIItMy AlttIIt e-d, ,

oMnuMY-31 o.c.mbw 1977 (Scott MS, It: OffIce of MAC

Hlstol'y. '97S). p 247; E. w..-. ,.,.. Look In USAF'.

SW'-fllc AItIIft .. AJT Fwc.~, FeINuMy '976, p 26.
long-distance troop carrier aircraft. As various crises

throughout the late 19505 and early 19605 drew upon

MATS to provide rapid airlift, the command evolved

from an air transport service into a full-fledged

combat-oriented airlift command. Recognizing this

change, Congress directed that MATS be

redesignated the Military Airlift Command, effective

January 1966. At this time, the Navy withdrew its

remaining personnel from MAC and completed

transferring all of its C-130s to the Air Force by

mid-1967. Officially, MAC was the Defense

Department's single manager for "strategic" airlift

while the Tactical Air Command and the overseas

commands were vested with responsibility for

"tactical" airlift missions to include most airdrop

operations. Joint service exercises, however, as early

as 1950 had confirmed that the strategic and tactical

airlift missions could be combined into a single

command, but opposition within the Army and Air

Force had prevented the merger.:It

During the Vietnam War. the Air Force

systematically gathered information about air

operations to facilitate the formation of future doctrine

pertaining to all aspects of air power. Through this

large-scale analytical process, known as Project

CORONA HARVEST, the Air Force hoped to unearth

and incorporate the many lessons of Vietnam. One

CORONA HARVEST report, USAFAirlift Activities in

Support of Operations in Southeast, suggested that

although the separate organizational structures

adopted by the strategic and tactical airlift forces had

allowed each generic airlift component to adapt to a

variety of tasks, the mission statements of each

overlapped and were often vague about the

responsibilities of command and control. The

document concluded that "extensive parallelism" in

the basic functions of strategic and tactical airlift

operations "detracted from efficiency and tended to

complicate" the total airlift mission. In the postVietnam era, this conclusion coincided with the

refusal of Congress and the American public to

support a large military establishment. Thus, the

report's assurance that consolidation would provide

an "economical airlift force with considerable savings

in manpower and equipment" offered one logical

means for surviving reduced congressional

appropriations.:It

NICKEL GRASS had highlighted still further the

difficulty of directing airlift through several

commands, confirming the need for a single airlift

manager. During NICKEL GRASS, C-130s assigned to

the Tactical Air Command had augmented the C-5s

and C-141s in transporting war material to Israel. The

C-130s carried small but critical loads from European

locations, freeing the larger transports for the long

Middle East flights. But a considerable period of time

had elapsed before the two commands were able to

coordinate the C-130 augmentation. In contrast, MAC

and the Pacific Air Forces had an agreement in place

that established procedures for MAC augmentation of

PACAF intratheater airlift, but the Tactical Air

Command had made no arrangement for its tactical

airlift forces to augment MAC. Nearly 48 hours had

lapsed from when MAC began exploring the use of

. C-130 augmentation until the first Tactical Air

Command missions began. This split-command

arrangement had made it difficult to mobilize the

nation's entire airlift resources rapidly in a time of

grave crisis. 40

It was against this background that ~he CORONA

HARVEST recommendation to consolidate airlift under

a single manager received a favorable response within

the Defense Department. Defense planners were

already streamlining the nation's military

establishment for greater efficiency following Vietnam

demobilizations. The impetus toward consolidation

began when the Navy requested funds to modernize

its aging fleet of air transports. While the Defense

Department's Program Analysis and Evaluation staff

had simply rejected the request, the Office of the

Secretary of Defense, under the direction of James

R. Schlesinger, took the issue a step further. On 29

July 1974, Secretary Schlesinger issued a program

decision memorandum that proposed sweeping

changes for the United States airlift forces. Explaining

the memorandum as part of a larger effort to promote

interdependence among the military services,

Schlesinger directed the Air Force to consolidate all

military airlift forces under a single manager by the

end of fiscal year 1977. Henceforth, the Air Force

would provide airlift for all of the armed services,

including the Navy and Marine Corps.41

A month later. on 29 August 1974, Air Force

Chief of Staff General David C. Jones announced that

military airlift would be consolidated under the Military

Airlift Command. He gave the following rationale:

To achieve better integration of overall

airlift, strategic and tactical airlift assets

will be consolidated under MAC .... All

Air Force tactical airlift C-130 aircraft and

associated support in TAC, AAC [Alaskan

Air Command), USAFSO (United States Air

Forces Southern Command), USAFE

(United States Air Forces in Europe], and

PACAF IPacific Air Forcesl will be

transferred to MAC. 4I

The first step toward implementing this consolidation

took place on 1 December 1974, when the Tactical

Air Command transferred all of its tactical airlift units

in the continental United States, including the Air

National Guard and Air Force Reserve, to the Military

Airlift Command. The Tactical Air Command also gave

MAC the host responsibilities for Pope Air Force Base,

North Carolina, and Little Rock Air Force Base,

164
,-

BRAVE SHIELD XVI. A MAC C-130 Hercules executing II 'aetic./airdrop, July 1977.

TEAM SPIRIT 77. A MAC C-130 picking up Republic of Ko,.. troops at Kunsan Air 8llse. KOtWI.

165
Arkansas. Both of these bases had tactical airlift

organizations assigned. Acquiring the Air Force's

tactical airlift resources transformed MAC into the

world's largest single airlift organization and added

approximately 230 active duty C-130 aircraft and

14,000 personnel to the command's resources. Also

incorporated into MAC at this time were 25,000 Air

National Guardsmen and Reservists along with some

330 C-130, C-7, and C-123 aircraft. The overseas

commands transferred their tactical airlift units to the

Military Airlift Command on 31 March 1975. At this

time, MAC assumed worldwide responsibilities for

aeromedical evacuation, delegating this to the 375th

Aeromedical Airlift Wing.·:a

Consolidating tactical and strategic airlift under

a single manager produced many benefits. For

example, it eliminated redundant logistical support,

reduced overlap in routes, and ensured more efficient

operation of the military aerial ports that supported

the nation's military airlift system.·· General P. K.

Carlton, MAC Commander at the time of the

consolidation, summarized the significance of the

action when he said that "putting all airlift under MAC

cuts down on management and data automation

overhead and streamlines airlift operations from start

to finish.""

Consolidation also renewed interest in another

lingering issue: whether MAC should become a

specified command directly accountable to the Joint

Chiefs of Staff or whether it should remain the single

manager operating agency for airlift directly

responsible to the Secretary of the Air Force. Granting

specified command status would make the Military

Airlift Command, along with the Strategic Air

Command and Air Defense Command, the United

States Air Force's third specified command.

The Military Airlift Command's role in the

Southeast Asia Conflict and the Israeli Airlift had

shown the incongruities existing in the present

organizational structure of the United States' military

airlift resources. During NICKEL GRASS, for example,

a variety of higher headquarters staff agenciesnotably the Joint Chiefs of Staff, Headquarters USAF,

and the United States Readiness Command-had

submitted their own airlift requirements to MAC.

These multi-user requests had caused confusion,

delays, and duplication. During Southeast Asia, airlift

management and scheduling had often been

fragmented and inefficient. These problems were well

documented in several studies in the early 19705.·'

In 1974, as the arguments in favor of airlift

consolidation gained momentum, the question of

whether to designate the Military Airlift Command a

specified command received strong support from

Defense Secretary Schlesinger and General George S.

Brown, the Air Force Chief of Staff. Brown's influence

on the issue increased when he subsequently became

the Chairman of the Joint Chiefs of Staff on 1 July

166

1974. General Brown favored specified command

status in part because of the role military airlift

performed in achieving national policy objectives. He

also thought that combining the strategic and tactical

airlift missions into a single agency had elevated the

importance of airlift in the planning of combat

operations, thereby justifying specified command

status for MAC. SpecifJ8d command status would also

make the MAC commander responsible to the same

command authority that established the airlift

priorities of the other combat commands. It would

simplify and improve command relationships.

Specified command status, moreover, would enable

the MAC ·commander to deal on a more equitable

footing with the other commanders in chief and give

the major command responsible for all military airlift

the advantage of being in the direct chain of command

from the National Command Authorities through the

Joint Chiefs of StaffY

Headquarters MAC made its own case for

specified command status as well. In addition to the

advantages General Brown put forth, the MAC staff

desired specified command status because it would

mean increased representation in the planning process

of the joint services. They also believed the Air Force

would exert more influence on decisions regarding the

use of airlift as an instrument of national policy and

that the command would have more standing on the

direction of airlift matters during periods of national

emergencies.·'

By late spring 1976, the lessons of Southeast

Asia and NICKEL GRASS and the successful

consolidation of all airlift assets had titted Pentagon

opinion in favor of granting MAC specified command

status. Deputy Secretary of Defense William P.

Clements, Jr., after carefully considering all sides of

the issue, gave his approval to specified command

status on 9 June 1976 for these reasons:

Under this command structure, the JCS will

include the MAC staff in planning for JCS

exercises and for war, will direct the

allocation of airlift resources, prioritize

competing movement requirements and

direct MAC during deployments, exercise,

or as necessary in periods of crisis to insure

operational support of unifJ8d commands.·'

Secretary Clements next directed the Joint Chiefs

of Staff to prepare an implementation plan, and on 25

June 1976, they authorized the Military Airlift

Command specified command status. President

Gerald R. Ford approved the Defense Department's

recommendation that December, and Secretary of

Defense Donald H. Rumsfeld advised Congress of his

intention to officially grant MAC specified command

status, effective 1 February 1977. The assumption

of specified command status required only two
UNITS TRANSFERRED TO MAC

1974-1975

TACTICAL AIR COMMANO

1s1 Aeromedical Evacuation Group, Pope AFB

1st Aerial Port Group, Lang/ey AFB

1Sf Aerial Port Squadron, Dyess AFB

2d Aerial Port Squadron, Pope AFB

3d Aerial PortSquadron, Pope AFB

4th Aerial Port Squadron, LBngley AFB

314th Tactical Airlift Wing, Little Rock AFB

316th Tactica' Airlift Wing, Langley AFB

317th Tactica' Airlift Wing, Pope AFB

463d Tactical Airlift Wing, Dyess AFB

834th Air Division; Little Rock AFB (inllct;vated 31 Dec 74)

839th Air Division, Pope AFB (inactivated 31 Dec 74)

Little Rock USAF Hospital

Pope USAF Clinic

UNITED STATES AIR FORCES IN EUROPE

2d Aeromedical Evacuation Group, Rhein-Main AS

5th Aerial Port Squadron, RAF Mi/denhall

55th Aeromedical Airlift Squadron, Rhein-Main AS

322d Tactical Airlift Wing (combined with 435th MASW

to form 435th TA W)

Rhein-Main AS host responsib/ities (1 Ju175)

PACIFIC AIR FORCES

9th Aeromedical Evacuation Group, Clark AS

6th Aerial Port Squadron, U-Tapao AS

20th Operations Squadron, Clark AS

21st Tactical Airlift Squadron, Clark AS

345th Tactical Airlift Squadron, Kadena AS

374th Tactical Airlift Wing, Clark AS

776th Tactical Airlift Squadron, Clark AB

UNITED STATES AIR FORCE SOUTHERN COMMAND

1300th Military Airlift Squadron, Howard AFB (31 Mar 75)

ALASKAN AIR COMMAND

17th Tecticel Airlift Squadron. Elmendorf AFB

167
I

----.- ~'""=

·10 •

•

,

-"

• . • • .

-- • -. • • ..J

r "

-- --

-

p---

~ ~

.--.,;:;- ---~

rr-~ ,

MAC C-141 lindC-130-..ft ofPopoAJrFtNco SoH, North~,owoltlngtNdots to deploy tho 82dAIt6omo

Division toZIIinI durlngSHABA II, May 1978. This""." oft'" openltion wa$ canceled when fcHeIgn Mt/oMIS,

tnlpp«Iln the SIMba Provinctl .fte, an invasion by Kant.ngese tebels, ",.".gfHI to I'tHICh u"ty. Lat", MAC

motHHI UnltfHI N.tIons pucekHPing fQTCfls to ZlIire.

changes in the organizational structure of

Headquarters MAC. The MAC Operations Center

established direct communication links with the

National Command Center, and a new office was

created to deal with matters pertaining to the unified

and specified commands. the Joint Chiefs of Staff.

and International Pact Organizations. 50

HUMANITARIAN AIRLIFT OPERATIONS

Besides supporting contingency operations.

Military Airlift Command aircraft performed numerous

highly visible humanitarian airlift operations. These

missions of good will likewise demonstrated MAC's

mobility and flexibility. In supporting these

humanitarian missions, the command's crews also

trained for their wartime roles. Expeditiously airlifting

food, medicine, and shetter to areas devastated by

earthquakes or other disasters was an important

activity for the Military Airlift Command throughout

the 19105. Through these diverse humanitarian airlift

operations, MAC helped relieve suffering in every

comer of the globe and, in the process, served as an

important instrument for advancing the United States'

national policy objectives.

The most highly publicized of the MAC

humanitarian missions dealt with ameliorating the

suffering caused by natural disasters. For example.

Military Airlift Command aircrews transported disaster

relief supplies to Pakistan in August and September

1973, after a horrendous flood. and to Guatemala City

and Turkey after devastating earthquakes struck in

168
1975 and 1976, respectively. Even before the end of

the Cold War in 1989, American govemmentalleaders

often forgot political ideology to lend assistance to

those in dire need. This occurred in August 1975

when two MAC C· 141 s airlifted a wide assortment

of relief supplies to Bucharest, Romania.·l

Entire sectlon$ ofGu.t."'" Chy w'"" destroyed by

thfl deVQt.tlng Hrthqu.k. of FeIHu.ry 1975. ThfI

United St.tes unt • f1fIId hospltlll, helicopters, .net

tOM of trHHJIclll .nd ot"" urgently ntMHIed supplies

""hh MAC fNOv/ding 1M 1IIrlfft.

The command frequently assisted emergencies

in the United States as well. For instance, on 11

February 1977, an immense snowfall paralyzed

Buffalo, New York, and created the need for disaster

assistance. The Military Airlift Command responded

with 9 C-5, 11 C·141, and 28 C·130 missions that

airlifted nearly 1,000 tons of equipment and 500

passengers from Colorado, Iowa, Michigan, and North

Carolina to Niagara Falls, New York, to assist with the

massive snow removal operation. A combined force

of MAC airlifters then returned 750 tons of cargo and

385 passengers from Niagara Falls to Pope Air Force

Base, North Carolina, in 40 missions. U

Humanitarian airlift missions also helped people

overcome man-made catastrophes. Headquarters

169

MAC, in its important role as the airlift contracting

agency for the United States government, arranged

for the commercial air transportation of more than

31,500 refugees on 117 missions from Angola to

Portugal after a civil war in 1975 forced most of the

country's European residents to flee. World Airways,

Trans International Airlines, Overseas National

Airlines, and Seaboard World Airlines provided the

MAC-managed portion of this widely reported

international airlift in which more than 204,000

refugees, most of them Portuguese nationals, were

airlifted to Lisbon. n On another occasion, in early

March 1976 at the request of the Mining Enforcement

and Safety Administration in Washington, DC, MAC

diverted C-130s from routine training missions to

deliver rescue teams and equipment to assist in

dealing with a coal mine disaster that had occurred

near Partridge, Kentucky....

A most vivid demonstration of airlift's diversity

and responsiveness to man·made events took place

in March and April 1979 after serious malfunctions

occurred in a reactor at the Three-Mile Island nuclear

power plant near Harrisburg, Pennsylvania.

Supporting Nuclear Regulatory Agency efforts to

prevent the dissemination of nuclear materials, MAC

transports flew one C-130, two C-5, and 12 C-141

missions to deliver a mobile rawindsonde station from

MAC's 6th Weather Squadron, lead bricks and

shielding, a water filtration unit, charcoal filters, and

potassium iodine to Harrisburg for subsequent ground

transportation to Three-Mile Island. The following

month, a C-141 airlifted 2.5 tons of radiological

...,..,.,.....'m1m-.,""__,__,

to Harrisburg. Later the Nuclear Regulatory Agency

asked MAC to deliver barrels of contaminated water

to ground disposal sites."

At other times, the Military Airlift Command was

called upon to furnish airlift to alleviate the human

suffering caused by some catastrophe that had gained

the nation's attention through extensive media

coverage. One such widely publicized event occurred

in November 1978 when nearly 1,000 religious cult

members belonging to the Peoples Temple Church, a

United States religious cult in Guyana led by the

Reverend Jim Jones, committed mass suicide. Among

the dead were California Congressman Leo J. Ryan

and four members of his staff, who had gone to

Guyana to investigate the cult; they were murdered

at the Port Kaituma landing strip as they prepared to

depart for the United States. The State Department

requested that MAC undertake the grim task of

recovering the bodies of the American citizens.

Recovery operations, however, proved difficult in the

remote location. The undertaking required MAC to

airlift several hundred grave registration and medical

services specialists to Georgetown, Guyana's capital

city, on two C· 14 1 and one C· 130 missions. Three

of MAC's HH-53 rescue helicopters then shuttled the
Air Force penonnelextending e helping hend when Lejes suffered en Nrthqueke in JelJUllry 1980.

- - ==--- ----- - . - .-........ -=- ---=. -'""

.7"........ -

---

Buffelo Blizzerd, e MAC C·130 delivering snow remove' fHluipment to the crl~ city.

170
corpses from the suicide site on 30 sorties from

Jonestown to Georgetown. Thereafter. MAC airlifted

the 915 bodies to the Air Force mortuary at Dover Air

Force Base. Delaware. where a special staff identified

the remains. prepared them for intennent. and notified

the next of kin.,. Again, this operation mirrored what

the Military Airlift Command would do during wartime.

OPERATIONS INVOLVING IRAN

AND AFGHANISTAN

Two international events in the closing days of

the 19705 required the United States to rely upon the

airlift resources of the Military Airlift Command. Iran.

ruled since 1941 by Shah Mohammad Reza Pahlavi,

had been a reliable friend of the United States. By the

late 1970s. however, the Shah's influence and

western orientation were under attack. amid a revival

of Islamic extremism. In the autumn of 1978. Islamic

fundamentalists. demanding the return of their leader

Ayatollah Auhollah Khomeini exiled in France.

instigated massive and persistent demonstrations

against the Shah. The protests. riots, and strikes

became so threatening that on 16 January 1979. the

Shah and his family ~ft Iran after placing control of

the government in the hands of a regency council.

Ayatollah Khomeini returned triumphantly to Iran on

1 February 1979 and quickly established a draconian.

fundamentalist Islamic government. The Khomeini

regime was blatantly hostile to western values.

especially those the Ayatollah believed were

manifested in the culture of the United States."

In the closing days of 1978. with political

tensions and anti~vemment violence threatening the

American community in Iran, the Joint Chiefs of Staff

directed MAC to airlih any United States citizens

wanting to leave Iran. This policy resulted "in two C-5

and nine C-141 missions transporting approximately

900 Americans from Tehran to Europe and the United

States on 9 December 1978. Before the year ended.

the State Department urged all United States military

dependents to leave Iran. As the situation intensified

with violent demonstrations. MAC continued the

evacuation missions from Tehran in January and

February 1979....

171

Worse was yet to come. Goaded on by Khomeini

and the other mullahs. the fundamentalists intensified

their anti-American feelings throughout 1979. On 4

November 1979. Islamic revolutionaries. demanding

the return of the exiled Shah. stormed the United

States embassy in Tehran and took several dozen

members of the embassy staff hostage. With

Khomeini's approval the militants kept 52 American

hostages captive for 444 days. despite a unanimous

vote of condemnation by the United Nations Security

Council and the repeated appeals of nearly every head

of state.

Another troubling development in Southwest Asia

followed on Christmas Eve 1979, when Soviet

airborne troops invaded Kabul. the capital of

Afghanistan. The Red Army troops continued to

occupy Afghanistan until 15 February 1989. While an

Afghan Communist government ruled the country

from Kabul. Soviet forces waged a" scorched earth

policy against Afghan freedom fighters. the

Mujahideen, and the civilian populatoo who supported

them for more than nine years.

In responSe to the events in Iran and Afghanistan.

President Jimmy Carter increased the United States'

naval presence in the Persian Gulf and Indian Ocean

areas. In support of this naval buildup, MAC operated

four C-5 special assignment airlih missions from

Norfolk Naval Air Station. Virginia. to Diego Garcia on

20-21 November 1979. The four MAC missions

airlifted 200 tons of cargo and 160 personnel who

were assigned to the Navy helicopter unit. Helmineren

Sixteen.... By the end of 1980. besides conducting

regularly scheduled missions to the Indian Ocean

island of Diego Garcia. most of MAC's Indian Ocean

resupply missions airlihed naval personnel to Diego

Garcia; Muscat, Oman; Masirah. Oman; or Mombasa,

Kenya. MAC's special assignment airlih missions

resupplying the United States Indian Ocean Task

Force originated from such diverse bases as Travis Air

Force Base. California; Cubi Point Naval Air Station.

Philippines; and Norfolk, Virginia. 6O With Islamic

extremists firmly in control of Iran and with Soviet

forces still in Afghanistan. the increased United States

military presence continued in the Indian Ocean and

Persian Gulf areas for the remainder of the eighties,

and MAC supported this effort.
MAC AIRLIFTS THE RELEASED HOSTAGES

Throughout 1980, negotiations for the

freedom of the Americans held by Iranian

revolutionaries proceeded through a variety of

diplomatic channels. By November credible rumors

were circulating that 8 hostage release was

pending. Accordingly, the Military Airlift Command

commenced planning for the return of the 52

Americans. Since the health of the hostages was

the most important consideration, the Joint Chiefs

ofStaff directed MAC in December to prepare for

an aeromedicalair/ift. Consequently, by Christmas,

the 2d Aeromedical Evacuation Squadron and the

55th AeromedicalAirlift Squadron, both at RheinMain Air 8ase, Federal Republic of Germany, had

been placed on alert and stood ready to respond

around-the-clock with two air and medical crews.

On 19 January 1981, the United States finally

completed its release agreement with the Khomeini

government, and the two squadrons made final

preparations for the aeromedical airlift mission.

The following day, Iran freed the 52 hostages

the militants had seized 15 months before. The

hostage release occu"ed almost simultaneously

with the inauguration ofPresident Ronald Reagan

as the 40th President of the United States. The

Iranians timed the release so as to minimize

President Carter's important role in ending the

crisis. An Air Algeria Boeing 727 flew the freed

Americans from Tehran to Algiers where two C-9A

Nightingales waited to transport the former

hostages to their next destination. The aeromedical

crews gave the 52 Americans preliminary medical

examinations in Algiers. None proved ill or injured,

but according to plans, the C-9As took the exhostages to Rhein-Main for more thorough

examinations at the USAF Regional Hospital at

nearby Wiesbaden prior to theirreturn to the United

States.

Major MichaelA. Connor, assigned to the 55th

Aeromedical Air/ift Squadron, was the mission

-

I I , \.

\ • \ J

----- - Btuce Langdon, r.nking US OOst.06, got. w.rm gnHIting from top government offICials .tAndf8wS Air

Force &se, M.ryland. In the f8ceiving line, left to right: Vice President .nd Mrs. George Bush; SptMker

of the House, Tip O'Neil; s.cf8t.ry of St.", AI H.Ig; .nd s.cf8t.ry of Defen$tl c.spar W. Weinberger.

'72
commander for the two MA C C·9As that deployed

to Algiers. Each C·9A carried 26 released

Americans, 11 MAC crewmembers, and 9 State

Department representatives. The Nightingales

landed at Rhein·Main at 0444 local time, where the

freed Americans were greeted by a large crowd of

fellow Americans and more than 1,500 media

representatives from 253 international news

organizations. Major Connor described his part in

the airlih as "the high point" of his life and added

that the performance of his fellow crewmembers

was "just another example of MAC at its finest. "

The command's role did not endat RheirrMain,

for on 20 January former Secretaries ofState Cyrus

R. Vance and Edmund S. Muskie flew from

Washington to West Germany to greet the freed

Americans; former President Carter followed the

next day andinformed them ofthe many diplomatic

efforts to secure their release. C-137 Stratoliners

operated by the command's 89th Military Airlih

Wing at Andrews Air Force Base transported both

parties, and on Sunday, 25 January 1981, a C·137

from the 89th brought the 52 Americans home to

the United States. This aircrah, andits crew of20,

transported the group to Stewart Airfield, New

York, for a cheerful reunion with their families.

As was later revealed, a MAC humanitarian

air/ift conducted the end of 1980 had played an

integral part in the diplomatic equation that

ultimately achieved the hostages' release. On 10

October 1980, two major earthquakes struck AI

Asnam, Algeria, a city of 125,000 located 120

miles southwest of Algiers. When the tremors

stopped, more than 80 percent of the city lay in

ruins. The earthquake killed 6,000 people and left

more than 200,000 others from AIAsnam and the

CONCLUSION

Defense Department officials drew heavily upon

the experiences of the Southeast Asia Conflict and

the Israeli Airlih. The lessons of these activities led

the Air Force to consolidate tactical airlih with

strategic airlift under the Military Airlift Command and

to grant MAC specified command status. The latter

action made MAC's commander accountable directly

173

surrounding area homeless. The State Department

asked that relief supplies be air/ifted to the disaster

area, and in response, MAC transported 340 tons

of supplies to Algeria on 2 C-5, 14 C·141, and 1

C·130 missions during a two-week period. This

rather typical MAC humanitarian air/ih to Algeria

paid an unexpected dividend when the government

of Algeria, grateful for the United States'

humanitarian air/ih in its hour of desperate need,

volunteered vital diplomatic assistance in

negotiating the hostages' release with the

government of Iran. Secretary of the Air Force Dr

Hans Marie in a lener to General Robert E. Huyser,

MAC Commander-in-Chief, explainedAlgeria's role

in the hostage release and the value ofmilitary airlift

as an instrument of national policy:

There is no doubt in my mind that our

airlih forces are a major method that the

United States has for exercising

influence abroBd .... Ourhelp to Algeria

aher the earthquake there led in turn to

their help to us in persuading Iran to

release the American prisoners. We

could not have assisted the Algerians

without our airlih resources.

SOURCES: HlsfOfY of1M MiftMy AHIt CommMtd. 1 J--r

31 1980 (ScottNil. L: OfIbofMACH1I1ItNy. 1982)

pp 140. 141;lIIdtwyoftlrd""'yAHltCoi__wt 1~

31 o.c.mIMI 1901 {Scott AFB. M.: omc. of MAC HGfOfY,

19B3J.p 172,' CcM.,.JdPOatfScottAFB. M.J. 23.-.-., 1981.

p 1; '"-fOfY of 1M 435th TectIcM AltIIft wttg. 1~1

0..:.I. 1901. pp3f..3tJ; m 'F.....:lI.d(j--.MAC, 0fIb

of I'ubIIc AffUs, "MAC C,.." MMnI»n ~t In HM"'"

"-tum," 1981; htctMHt, ~MAC,omc.

of 1'WIIc A"-In. 24.MnuMy 1981.

to the Joint Chiefs of Staff. Both actions confirmed

the importance of airlift in accomplishing national

policy objectives in peace, war, and contingencies.

Humanitarian airlih operations projected national

policy and conveyed the good will of the American

people around the workj. The post-Vietnam period set

the stage for an even greater diversity of airlift activity

in the command's fifth decade.
•

-

- -. IfF~.~ • "-

. . ......... -

• -- -- ... .--

McMurdo Sound, Antarctica. 11H1 C-5 Glllaxy mllde Its fint fHght to the Antarctic in Octobe, 7989.

174
CHAPTER VII

A DECADE OF CHANGE, 1981-1991

Near the end of the 19705, dramatic workf events

affected American foreign policy. and in the process,

the Military Airlift Command increasingly served as an

instrument for the execution of the United States'

national security objectives. First. the 1979 Iranian

revolution and the escalating Soviet threat roused

Congress to commission 8 mobility study to

investigate the military's ability to respond to various

crises thr,oughout the world. The Congressionally

Mandated Mobility Study recommended rebuilding

American airlift capability. Second. th~ failed attempt

in March 1980 to rescue the hostages held captive

by Iranian students dramatized the limitations of the

United States' special operations forces. Military

operations in Grenada further highlighted

organizational shortcomings among the services. As

a result, the military and Congress expended much

time and effort in the 1980s detennining the optimum

organization and force structure of special operations

forces and the need to better integrate global air, land,

and sea transportation resources. These reviews

brought about a reorganization of the Department of

Defense and the creation of unified commands for

special operations and transportation. Finally,

although the Military Airtift Command received praise

for its performance during a variety of difficult

missions, even relatively small contingencies, such as

those in Grenada and Panama, underscored the need

for addrtional airlift capability. At the end of the

command's fifth decade, as the Cold War ended,

events in the Middle East overshadowed the new

order dawning in Europe.

CONFRONTING THE

AIRLIFT SHORTFALL

As a result of tensions in the Middle East and a

continuing Soviet milrtary build-up in Europe, Congress

included a requirement in the Defense Authorization

Act of 1981 for a study to address America's mobility

needs. This Congressionally Mandated MobIlity Study

(CMMSI, published by the Defense Department in

April 1981, was an extensive effort to detennine the

proper mix of airlift, sealift, and prepositioning

resources the United States required to respond to the

various military contingencies of the 19905.

The Congressionally Mandated Mobility Study

evaluated mobility requirements for four

representative scenarios: a conflict in the Persian Gulf;

a Soviet invasion of Iran; a NATO-Warsaw Pact

conflict; and a confrontation in the Persian Gulf with

a precautionary reinforcement of Europe. With regard

to airlift, CMMS concluded that "Current forces

175

cannot meet the lift demands of any of these

contingencies" and recommended a program to

improve the military's mobility capacity in all areas,

including adding 20 million ton-mi~s per day (MTMIDI

to the intertheater airlift capability, half of which

should be outsized cargo. 1

Following the release of the Congressionally

Mandated Mobility Study, the MAC Plans staff

analyzed its recommendations as well as the

command's present and projected capabilrty. In March

1983, Headquarters MAC published a Master Airlift

Plan. By adding the recommended 20MTM/D goal to

the command's 1986 projected intertheater airlift

capability of 46 MTM/D, planners established a

fiscally constrained minimum goal of 66 MTM/D.2

They arrived at this figure by evaluating the

command's 1983 iiltertheater airlift capacity of 28.7

MTM/D, attained through a combination of 215

C-141s, 64 C-5As, and 88 Civil Reserve Air Fleet

aircraft, and the projected capacity for 1988 of 48.5

MTM/D, acquired by adding 44 C-58s, 41 KC-10s,

and enhancing some of the CRAF assets. They then

investigated various options to meet the desired 66

MTMIO..lI

The Master. Airlift Plan maintained that the

programmed intratheater capability would remain

constant. Since CMMS had not dealt with intratheater

requirements, MAC officials postponed consideration

of increases in intratheater airtift until on-going studies

had established the needs generated by the

restructured intertheater force. They acknowledged,

however, that the current intratheater airlift capability

of 9,197 tons per day (T/DI was barely sufficient to

distribute 28.7 MTM/D delivered by strategic

transports.•

The MasterAirlift Plan considered six options for

reaching the strategic airlift goal of 66 MTM/D and

maintaining intratheater airlift requirements. The

options fell into three categories: addrtive, modernize,

and long range. The additive force options ~onsidered

ways to augment the fiscal year 1989 baseline airlift

force to reach delivery goals by adding new airplanes

wrthout retiring any C-130s or C-141s. Planners

rejected both possibilities because of excessive cost.

The second set of options addressed the need to

modernize the fleet by 1998 through acquiring new

aircraft, reducing crew ratios on the C-141 s, and

retiring some C·141 sand C-130s. In the long-range

categorY, MAC officials established the need to

provide airlift after the retirement of all C-141 sand

C-130s and recommended purchasing 220 C-17s.

The MAC Plans staff calculated that replacing the

aging aircraft with new C-17s instead of C-58s and
new model C-130s would save the Air Force $17.9

billion and require 16.500 fewer people. In September

1983. as published in the USAF Airlift Master Plan.

Air Force Chief of Staff General Charles A. Gabriel

approved a combination of modernization and.longrange force options, mandating the modernization of

the airlih fleet between 1989 and 1998 and the

creation of an efficient and effective force by 2015.

With this decision, Headquarters USAF and MAC

committed themselves to the development of the

C-17.'

Even before the Congressionally Mandated

Mobility Study and the USAFAirlift Master Plan. the

Military Airlift Command had already taken steps to

improve the airlift shortfall. The MAC program

included increasing utilization rates for the C-5 and

C-141 by making more crews and spares available.

The command also "stretched" and added an air

refueling capability to the C-141. completing this

modification work in 1982. Another program replaced

the wings on the C-5. thereby eliminating past

operating restrictions. To further expand its strategic

USAF AIRLIFT MASTER PLAN RECOMMENDA nONS

1998 Force

Retire 180 older C-130s between 1991 and 1998.

Retire 54 C-141Bs as they reach the end of their useful service life by 1998.

Transfer 180 C-141s to the Air Reserve Forces between 1991 and 1998.

Acquire 180 C-17s by 1998 for the activelreserve associate program.

Retain 114 C-5s in the active/reserve associate program.

Maximize the practical use of CRAF Enhancement.

Retain a minimum of 11.8 MTM/D in the CRAF program.

Retain a minimum of 144.9 MPM/D in the CRAF program.

Preserve the option to add capability to meet intratheater requirements as quantified

in forthcoming intratheater studies.

&se/ine Long-Range Force Stllletu,. FeetU,.s

Retire 180 C-141Bs at the end of their service life between 2010-2015.

Acquire at least 40 additional C-17s for either the reserves or the activelreserve

associate program to replace retiring C-141Bs.

Retain 114 C-5s in the active/reserve associate program.

Maximize the use of CRAF Enhancement.

Retain a minimum of 11.8 MTM/D in the CRAF program.

Retain a minimum of 144.9 MPM/D in the CRAF program.

Preserve the option to provide the active/reserve forces with C-17s andlor a new

technology airlifter to help satisfy future airlift requirements.

176
To incTNse..." e-fMCIty, MAC conu.eted whh the Lockheed-Georg;. Com".ny to "stlfltch" the C·141,

OtJcembe, 1979.

airlift capability, MAC planners recommended buying

additional aircraft. Command leaders were also

committed to developing more cargo capability in the

Civil Reserve Air Fleet.'

With regard to the Civil Reserve Air Fleet, MAC

officials sought ways to increase participation

throughout the 1980s. Included in the Congressionally

Mandated Mobility Study was a recommendation to

secure more cargo airlih capability through the CRAf

enhancement program. Under this program, the

Defense Department paid for modifications on civil

carrier wide-body passenger aircraft-strengthening

the floor and adding a large cargo door and cargorollers to make the aircraft compatible with MAC's

463L loading system. After the modifications, the

aircraft would return to passenger service with the

civil carrier until needed in a contingency. Later, the

program was expanded to allow the carriers to use

these aircraft in the cargo configuration. 7

177

Despite the obvious advantages of the CRAF

enhancement program, Congress did not immediately

allocate sufficient money to have much effect. By the

end of 1982, the Defense Department had contracted

for only one modification, a United Airlines DC-l0.

later. in September 1983, as more money became

available, the Air Force signed a CRAF enhancement

contract with Pan American World Airways to modify

19 Boeing 747s in five increments. In September

1987, a third contract was signed with the Federal

Express Corporation to modify a DC-l 0 aircraft, and

in September 1988, Evergreen International Airlines

committed two of its B-747s. The last of the 23

modified eC-l0 and 8-747 aircraft joined the reserve

fleet in February 1990. Through this program, 3.4

MTMID in cargo airlift capability was added for

national defense requirements.'

Throughout the decade, the Defense Department's

peacetime airlift augmentation business remained a
strong incentive for CRAF participation. In the early

19805. MAC averaged less than $400 million annually

in commercial airlift augmentation buys. In 1988 and

1989. this figure climbed to well over $500 million.

As the decade closed. civil carriers had placed 506

commercial aircraft in the CRAF program.

The final element of the airlift build-up was the

acquisition of new aircraft. The crisis in airlift,

disclosed In the Congressionally Mandated Mobility

Study. prompted Air Force leaders to look for

immediate solutions as they considered future

requirements. On 26 January 1982. Headquarters

USAF recommended purchasing 50 C·5B' and 44

additional KC-10 combination tanker/cargo aircraft.

The Strategic Air Command had earlier acquired 16

KC·10s to augment the KC-135 tanker force and

perform transport missions. if needed. General James

R. Allen. MAC Commander in Chief. and other

command leaders supported this decision as an

interim solution until a new muh:ipurpose airtifter coukt

be developed. The new C-5s would increase outsized

airlift capacity by nearly 60 percent and provide an

additional 8 MTMIO. The KC-10s would serve as

cargo carriers. as tankers in support of airlift mtssions.

or in a dual role during deployments.'o The Military

Airlift Command accepted the first operational C-5B

on 8 January 1986 and assigned it to Altus Air Force

Base. Oklahoma. where the 443d Military Airlift Wing

began using It for training missions. In accordance

with the USAFAir!ih Master Plan. the command kept

the C-5 primary aircraft authorization level at 70 and

transferred older C-5As from the Dover and Travis

units to the reserves as new aircraft became

available. II The last C-5B entered the MAC inventory

on 17 April 1989. A year later. McDonnell-Douglas

delivered the final KC·10 to the Strategic Air

Command.

The C-5Bs and KC-1 Os. along with the enhanced

CRAF aircraft. provided additional strategic airlift

capability; however. these increases placed added

pressure on intratheater airlift. In addressing near-term

airlift requirements. military leaders determined that

onty an aircraft tha1: could carry outsized cargo directfy

to unimproved airfields in potential combat areas

would answer the need. In late 1979. a Department

of Defense task force began studying the

characteristics and performance capabilities a new

transport aircraft. dubbed the C-X. would have to

have in order to meet the United States' growing

requirement for rapid mobility. The task force

concluded the C-X must be reliable; rugged; fuel

efficient; air refuelable; capable of operating from

small. austere airfields; and able to haul significant

payloads over intercontinental distances. Boeing.

lockheed. and McDonnell-Douglas aircraft companies

submitted proposals on 17 January 1981 to build such

an alrlifter. After several months of evaluation.

Secretary of the Air Force Verne Orr announced on

28 August 1981 that the C-X source selection

committee had chosen McDonnell-Douglas 8S the

---=-----

•

ATdv.J of the fitst C-5B .tAhus Ak Force Base, OIcJahoma, 8.Mnu1JlY 1986.

178
On 7 June 1989, during AIRLIFT RODEO• • C-5B

MrcreW .t• world's IIirlIft tW:On:I by dropping fou,

AmryShwldM~~WlhicItISMtd

73 IMRtIDop«s from t1HI82d AirlJome Division. ftN

• tot. reconI weight of 190.346 pounds.

prime contractor for the aircrah the Air Force would

soon call the C-17. u

Concurrently, the 1981 Department of Defense

Authorization Act required an analysis of the mobility

assets needed to respond to a wide range of global

crisis scenarios. As previously discussed, the

Congressionally Mandated Mobility Study examined

the total mix of airlih capabilities, including the C-5,

C-141, C-1 30, and the CRAF. and concluded that the

United States lacked sufficient mobility resources. In

addition to other suggestions for increasing airlih. the

study emphasized the advantages of an aircrah that

could fly intercontinental distances and deliver

significant payloads to airfields in forward operating

areas. In essence, CMMS confirmed the need for the

C-17.')

Some congressional leaders, however, did not

agree that the McDonnell-Douglas C-1 7 was the

answer to the airlih shortage. Under their prodding.

Congress refused to allocate funds for development of

The tint C-t7.' Douglu AiTcnlftCom".ny'. Long _ p/IIn' ine-, July t99O. The C-t7 "'..design«!

to ell"., ComNt troops .nd urgo dinlctly from the UnittHI St.tes to small. IlUSt.,. .kfieIds OVtHSIMs.

179
the C-17 during 1982 and suggested continuing the

search for an alternative. The 1982 budget directed

the Department of Defense to buy existing widebodied aircraft such as the lockheed CAS, the Boeing

747, and the McDonnell-Douglas KC-l O. 14 During the

next several years, polnical considerations slowed the

C-l7's development.

Throughout the 1980s, the command's

leadership remained steadfast in its support of the

C-17. By 1988, n appeared that MAC had finally

proven its case to Congress. Federal spending cuts

and a reduced defense budget again threatened the

aircraft. however, this time from wnhin the Defense

Department. Command leaders had already persuaded

Congress that the C-17 was the right aircraft; now

they had to induce the Defense Department to buy

enough to do the job. General Duane H. Casstdv. MAC

Commander in Chief. garnered support from the

"using" commanders and Joint Chiefs of Staff

Chairman Admiral William J. Crowe to convince the

Defense Resources Board to continue funding the

C-17."

Glasnost and the collapse of Communism in

Eastern Europe during 1989 and 1990 resulted in

further constrictions of the defense budget and forced

Secretary of Defense Richard B. Cheney to reevaluate

the entire military structure, including airlift resources.

In testimony before the Senate Armed Services

Committee on 26 April 1990, Secretary Cheney

stated that the declining threat in Europe had extended

the response time from hours or days to months for

deploying American forces to confront possible

threats. The longer time translated into a perception

that airlift was less critical than had once been the

case. This, he added, was a mistaken impression, for

as American forces were withdrawn from overseas.

airlift would be relied upon even more extensively to

deploy forces rapidly. Although Cheney reaffirmed

that airlift resources were vital national assets, he

indicated that the military's restructuring meant

building a force of 120 C-17s instead of 210 as

planned. The Secretary also suggested maintaining

airlift capacity at the current 48 MTMID since

"fundamental changes" in Europe no longer justified

the 66 MTMID goal." Although the command's future

airlift force would undoubtedly include a combination

of C-17s, C-5s, C-141s. C-130s, and CRAF aircraft.

the size and capability of that force remained

unresolved as the decade closed.

OPERATION URGENT FURY: GRENADA

During October and November 1983, MAC

provided the airlift for Operation URGENT FURY, the

combined American and Organization of Eastern

Caribbean States' incursion into Grenada. The tiny,

spice-producing Caribbean island of 108.000 people

kK:ated 90 miles north of Venezuela had been a British

180

colony for nearly two centuries, but gained full

independence in 1974. On 13 March 1979, Maurice

Bishop and the socialist New Jewel Movement

forcibly took over Grenada in a bloodless coup, and

the country moved politically closer to Cuba and the

Soviet Union. By the end of 1979, President Jimmy

Carter's Administration had stopped all economic aid

to Grenada, and relations between the two countries

degenerated considerably."

Because of Grenada's strategic location,

American leaders became concerned over the Soviet

and Cuban presence there, including the construction

of a large airport complex. If Soviet aircraft operated

from the island, they could pose a serious threat not

only to shipping in the Caribbean but to Central

America, northern South America, and the southern

United States.II During 1983, Bishop's attitude

toward the United States gradually warmed, but on

12 October, a dispute between him and more radical

members of his government erupted into open

conflict. This led to Bishop's immediate house arrest

and his execution a week later. Grenada's unstable

condition convinced President Ronald Reagan that the

lives of more than 600 American students, tourists.

and residents were in danger. On 19 October, the

Joint Chiefs of Staff alerted the Commander in Chief

of the Atlantic Command, Admiral Wesley McDonald,

to plan for a noncombatant evacuation operation from

Grenada."

The operation quickly expanded when the

Organization of Eastern Caribbean States asked the

United States to join in a military action to restore

democracy and political stabilny to the island.

President Reagan approved the revised plan on 21

October, and the Joint Chiefs of Staff notified Admiral

McDonald to begin the operation no later than 25

October. The JCS message outlined the three primary

goals of Operation URGENT FURY: first. to evacuate

American and third-country nationals; second, to

"neutralize" the Grenadan military and any military

force on the island that might interfere with the

evacuation; and, third, to restore political stability and

democracy to Grenada. 20

The Joint Chiefs of Staff plan called for Marines

from an aircraft carrier task force to attack the

northern end of the island while MAC would either

airland or airdrop an Army Ranger force on the Point

Salines airport complex on the island's southern tip.

On 23 October 1983. elements of the 2d Battalion,

75th Infantry Division (Ranger), from Fort lewis,

Washington, boarded C-141 s at nearby McChord Air

Force Base for the flight to a staging base at Hunter

Army Air Field, Georgia. There, the 2d joined wnh the

1st Battalion of the 82d Airborne Division from Fort

Bragg, North Carolina. The following evening, 24

October, the Rangers boarded MAC C-l30 transports

for the assault on Grenada. An MC-130E Combat

Talon from the 1st Special Operations Wing at
u.s.

82d ABfV.,2 BATTALIONS

(NORTf\CAROLlNA)

Pearls II

Marine Area

Army/Air Force

Area

St. Georges --Medical

College

Joint

Task

Force H

(Afloat

Pt Salines

......

GRENADA

VENEZUELA GRENADA

1slB=lh1NF

(RAN ER)

(GEOR A)

Jamaica

COLOMBI

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CAR/SSE AN SE A ~n;:;-~~=------

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-

OPERATION URGENT FURY
Hurlburt Field, Florida, led the first wave of seven

aircraft. A second wave of five C·130s followed 20

minutes later. The Military Airlift Command also

provided AC-130H Spectre gunships for close-air

support. 21

An 82d Airbomfl Division tlOOP guerding the Point

s.JInesIlmwey whh e MAC C·141 in the blH:kground,

Operetion URGENT FURY.

Before daybreak on 25 October 1983, a lone

AC-130H made a high-speed pass over Point Salines

to determine the condition of the runway and assess

any anti-aircraft artillery threat. Using low-light

television cameras and infrared sensors, the Spectre's

crew detected construction equipment and other

vehicles blocking the runway. Although the gunship

attracted considerable anti-aircraft fire, on-board

sensors revealed that it was not radar·controlled.

Using the infonnation provided by the AC-130's crew,

the first MC-130, which had planned to land with its

Ranger force, changed to an airdrop run over the Point

Salines complex and encountered heavy fire from the

ground. After the AC·130 went back in and poured

20mm and 40mm cannon fire into suspected enemy

positions, the remaining six aircraft in the first wave

completed their airdrop missions. The first squads of

Rangers were all on the ground by 0600 local time.

Additional MAC C·130s flew Rangers into Point

Salines throughout the morning. 22

By that afternoon, the Rangers, with the help of

Spectre gunships, had secured the Point Salines

airport sufficiently for C-141s to land. Twenty-eight

StBrlifters and six C-5s carried elements of the 82d

Airborne Division from Pope Air Force Base, North

Carolina. The C-5s touched down at Grantly Adams

Airport on Barbados, where C-130s waited to ferry

the troops on to Grenada. The C-141s landed at Point

Salines on a runway with no approach or landing

lights, with equipment blocking more than one-third

182

of its length, and still subjected to intermittent ground

fire. u

After securing the Point Salines airport area, the

Rangers headed for the True Blue campus of St

George's University Medical School where American

students were enrolled. The Rangers quickly cleared

the defenders from near the campus and rescued the

few dozen students who were still there. The majority

of the American students, however, had either left the

True Blue campus already or were at the Grand Anse

campus four miles north. The Rangers faced some

opposition over those four miles and did not reach the

students at Grand Anse until nearly 1700 hours the

following day, 26 October. Waiting C-141 s carried the

rescued students first to Barbados, then to Charleston

Air Force Base, South Carolina, on nine missions. U

A"",rlcIIn studtmts from tM St. George's MtKlic.1

Schoolin GffInMM board e C-141 8VM:Wtkm mission,

bound for ClMdeston AirForee Btlss, South CtlroHnil.

Besides the other activities in Grenada, MAC also

evacuated numerous noncombatants and Cuban

prisoners-of-war captured or wounded during the

fighting and their International Red Cross escorts. The

command's C-130s flew the Cubans to Barbados

where Cuban aircraft picked them up and carried them

home. On 2 November, the Grenada Joint Task Force

Commander, Vice Admiral Joseph Metcalf Ill,

announced that hostilities on Grenada had officially

ended. u

The Military Airlift Command participated in every

phase of URGENT FURY. The C·141s airlifted Army

forces to the staging base at Hunter Army Air Field

and then on to Grenada; C-5s carried troops from the

United States to Barbados near the battle zone; and

C-l 30s flew troops both from the United States and

the staging area on Barbados and airdropped/airlanded

them at the battle site. The StBr/iftefS also brought

in supplies and equipment to maintain the forces in
-"

--..d=-'=-

•

l

1:1

WIth their miuion comp/fItfId,"""""Uofthe 75th &ngen ~TtPoint s.Iines for the,.tum"*'to the Unlt«l

St."s.

the field and evacuated students and American

wounded. During the deployment phase. MAC C-5s.

C-141s. and C-130s flew 496 missions carrying

11.389 passengers and 7.709 tons of cargo. Another

292 missions supported the redeployment. AC·130

gunships aided the ground troops and protected the

paratroopers, using suppressive fire against enemy

positions. In addition. the C·, 30s flew 203 missions

(804 sorties) in direct support of ground operations. 2.

Although Secretary of Defense Caspar W.

Weinberger described URGENT FURY 8S "8 job

extremely well done." the Senate Armed Services

Committee staff disclosed significant inadequacies in

the operation. The Senate report considered the

inability of some units to communicate to be especially

alarming. The lack of communication between the

Army and Navy prevented ground troops from

directing naval gunfire and hampered naval air

support. According to the Senate Armed Services

Committee staff, "the coordination between the

Army and the Navy ranged from poor to nonexistent." The failure to appoint a single ground

commander contributed to coordination difficulties. In

additiQn, the last-minute planning created a logistics

nightmare. Troops arrived on the island with a

minimum of equipment and supplies. The obstacles

on the runway at Point Salines allowed only one MAC

aircraft at a time to land, unload, and takeoff. The

report stated, "Many units deployed from U.S. bases

to Grenada actually spent more time circling the Point

Salines airfield than in transit." Despite these

shortcomings, the staff concluded: "The operation in

Grenada was a success, 'and organizational

shortcomings should not detract from that success

or from the bravery and ingenuity displayed by

American servicemen. However, serious problems

resulted from organizational shortfalls which should

be corrected."u These difficulties drove the Packard

Commission and the Senate Armed Services

Committee to recommend the reorganization of the

Defense Department and the creation of unified

commands for special operations and transportation.

They also prompted MAC to improve some of its

procedures, especially accelerating the development

of a comprehensive command and control system

which would allow a near real-time flight-following

capability for all MAC aircraft and provide the reins

of control necessary to coordinate massive operations

worldwide.

183
MAC AND LEBANON OPERA nONS

As URGENTFURYunfolded, the Military Airlift

Command was already supporting the deployment

of Marines in Beirut, Lebanon. Beginning in August

'982 8 multinational force had entered Beirut to

maintain stability 8S the Israeli armed forces

withdrew following an invasion designed to break

the back of the Palestine Liberation Organization

operating in southern Lebanon. Although MAC

regularly airliftedmaterial to support the American

Marine force in Beirut, the command's most

significant involvement arose following a

September 1983 offensive. President Ronald

Reagan ordered the deployment of additional

Marines to the area, and the Department ofDefense

calledupon MAC to airlift approximately 4,000 tons

ofsupplies from the United States to Lebanon as

part of Operation RUBBER WALL. The command

flew 85 C~141. 24 C~5. and 4 C~130 missions

between 3 and 25 September.

RUBBER WALL was an extremely difficult

resupply operation. Much of the cargo consisted of

ammunition. needed to replenish the stocks the

Marines had given to the Lebanese or used in the

offensive. But the decision to resupply the

American forces in Beirut was made so late that

it had to take place very quickly; airlih provided the

answer. Headquarters MAC immediately ruled out

an air/and operation because whenever anything

moved at the Beirut Airport it was shelled. Other

delivery options had carried attendant risks that

made them less than satisfactory as well. Based

on this assessment. the theater commanderin chief

decided to have MAC move the supplies by air to

a Mediterranean port. and from there they were

transported by sealift into Beirut.

Major General William E. Overacker. then

Commander of MAC's 322d Airlih Division in

Europe and senior officerin charge. remarked about

the execution of RUBBER WALL:

PACKARD AND GOLDWATER STUDIES

Two studies during the mid~ 1980s directly

precipitated organizational realignments that

fundamentally affected the Military Airlift Command.

In June 1985, President Ronald Reagan asked former

Defense Under Secretary David Packard to chair a Blue

Ribbon commission to assess the management and

organizational efficiency of the Defense Department

and to make recommendations for improvement.

184

One thing that this episode taught me,

first ofall. was the magnificentresponse

of our people when we call upon them

to do thingsin peacetime even ifthey are

high~risk .... Idecided at a certain point

to cut off the flow lof airlift from

Germany to points eastward}. Because

the crews were motivated. they were

sticking with the airplanes, they really

wanted to push to do that. so I decided

to go out on the ramp myselfand advise

the crews of what I was doing. I told

them that I wanted to put them to bed

for crew rest and get them up the next

morning and start the operation again.

I remember this one crew commanded

by a woman . ... I walked up to her as

the aircraft commander and said, 'I'm

going to put you to bed and start again

tomorrow because by the time you can

get there. according to your flight plan.

it's going to be aherdark. and we're not

going to allow operations into Cairo

West after dark. ' She looked up and

down. thought about it a minute, took

the flight plan out of her flight suit

pocket. and said. 'You know. General,

the last time llooked. this flight plan said

that Ishould cruise at Mach. 74. The last

time I read my -1. this is a Mach. 825

airplane. If you just won'tgetinmy way,

I'll be in Cairo by dark.•I've not forgotten

that. Ilet her go, and she was there by

dark.

In the end. Major General Overacker noted, lithe

Marines were resupplied. andit all turned out well.

nobody was hurt, no airplanes were bent. the

whole operation went very well. II

Adverse publicity about military procurement

concerned the President. The commission's 15

members, who included four retired flag officers,

studied several areas: national security planning and

budgeting; military organization and command.

organization and procedures for organization; and the

accountability of government and industry. Many of

the recommendations focused on strengthening the

authority of unified and specified commanders and the

Chairman of the Joint Chiefs of Staff. The Packard
The command also airlifted Victims of two

tragic terrorist bombings in Beirut in 1983. On 18

April a bomb detonated at the American Embassy

in Beirut killed 57 and injured about 100 others. A

MAC C-9A aircraft from Rhein-Main Air Base,

Federal Republic ofGermany, moved two patients

for special treatment. The second bombing

occurred at the Marine Ba"acks in Beirut on 23

October 1983. A total of 241 Marines died in this

act of terrorism with another 78 injured. The

Defense Department called upon the Military Airlift

Command to aeromedically evacuate the injured;

these missions were executedbetween 23 October

and 16 November using 8 C-141 and 12 C-9A

aircraft. In addition, betwaen 29 October and 4

November, MAC flew another 10 C-141 missions

to return the bodies of the 241 Marines to the

Defense Department's mortuary at DoverAir Force

Base, Delaware.

The Military Airlift Command continued to

support the Marine deployment in Beirut in 1984.

The command flew missions every few days to

airlift needed supplies. Many of these terminated

at one ofthe Mediterranean ports, and from there

sealift moved the cargo on to Lebanon. When the

United States offICially endedits participation in the

Lebanon peacekeeping force on 30 March 1984,

most of MAC's activities supporting the deployed

Marines ended as well.

SOURCE: I6tOIyofthe-."AitfllltConM_Jd. 1.JanuMy-31 o.&an_ 1983 (SeottAFB, IL: ome..fMACHImwy. 191UJ.

pp 111J.123,267-269;Hlmwyof,..~AHfteo--wt.

1 .MnuMy-31 1984 (SCott MB. It: otRt:. .fMAC

M.trNy, 19861, pp 164-166; "U.S. WIfhcn.... IU MIItMy

FfNw on l.eIMnon e-t.. New y",* 7hN, 31 Mwr:h 1!NU.

p 1A; ..LeIMnonr...br...··nm.. 12'-""" 1983.pp

30-33; "1MIpIng to Hold,.. LIne," nm., 3 1983, pp

26-36; "1>MptNInto L«-non. " nm., 26 SeptembM 1983. pp

12-16; c."" r. OIl.,.. "R«:enr E_r.1n tIM MIddle E..r: ComtIruhg 011mma frN US AllIty•..,..".,w.. CoAsJ- "-lew.

(July-AUfII411983J. Vol36. pp 4-16; ONI HbtrNy wfth M¥N

o-w .-r.m E. ~, USAF (lfetitwlJ ...,.". AHft

c.mm.td 0taI HI6toIy 1"rofIt-. ",."... '3 (SCott AFB. It:

Offk» ofMAC HGtrNy, 1990J. pp 27-32.

Commission also suggested forming a new unified

command to better manage land, sea, and air

transportation assets. 21

About this same time, in January 1985, Senators

Barry Goldwater (R-AZ), Chairman of the Senate

Armed Services Committee. and Sam Nunn ID-GAI,

the committee's ranking minority member, endorsed

a comprehensive staff study of the Defense

Department's organization and decision-making

process. The review, the first since the Eisenhower

185

Administration, sought to strengthen the Department

of Defense by focusing on performance deficiencies

in the department and Congress. The committee

investigated ten broad areas, including the

organization of the Department of Defense, the Joint

Chiefs of Staff, and unified and specified. commands,

and concluded that the Defense Department's lack of

organizational focus on strategic goals or major

missions inhibited strategic planning. Uke the Packard

Commission's recommendations, the Armed Services

Committee staff's final report, entitled Defense

Organization: The Need for Change and issued in

October 1985, purposed to strengthen the authority,

stature, and support of the joint organizations,

especially the Joint Chiefs of Staff and the unified

commanders. The popular magazine Armed Forces

Journal called the study "the single most important

body of work on national security matters done so far

this century."2t

After receiving the interim report from the

Packard Commission, President Ronald Reagan

accepted virtually all of the group's recommendations

and incorporated the appropriate ones into a directive

issued on 2 April 1986. He also urged Congress to

enact into law those changes that required legislation,

including the formation of a new unified command for

air, land, and sea transportation. Senator Goldwater

and Representative William Nichols ID-AU of the

House Anned Services Committee co-sponsored a bill

that included many of the recommendations of both

studies. The Goldwater-Nichols Department of

Defense Reorganization Act of 1986 quickly passed

both houses of Congress, and President Reagan

signed it on 1 October 1986. The measure not only

strengthened the office of the Joint Chiefs of Staff

and the authority of the unified and specified

commanders but also created unified special

operations and transportation commands. so

MAC AND SPECIAL OPERATIONS FORCES

The idea for unification of all USAF helicopter

resources began to germinate shortly after the

American withdrawal from Vietnam. Atthough the

proposal gained acceptance at Headquarters USAF in

the late 19105, the command's leaders opposed

consolidating helicopter missions and assets. Some

senior MAC and Aerospace Rescue and Recovery

(ARRSI officers perceived the rescue forces to have

a "white hat" image as heroes flying humanitarian or

lifesaving missions. As the "good guys," air rescue

had little trouble securing permission from foreign

governments for overflight clearances or the use of

bases during exercises. If the service began flying

special operations missions, MAC officials argued, its

image and status could change. SI
The logic of the argument for consolidation soon

caused these same high-ranking officers to change

their minds. They realized that a combined helicopter

force could cut costs, provide a pool of expertise, and

avoid duplication of equipment and personnel. So

when General Lew Allen, Jr., USAF Chief of Staff,

visited Headquarters MAC in 1979, MAC and ARRS

senior officials briefed him on the proposed unification

of helicopter resources. They noted that at that time

there were not enough helicopters to meet all of the

Air Force's mission requirements and that

congressional funding for additional equipment

seemed unlikely. The most obvious solution was to

combine the missions and assets of combat rescue,

the special operations forces (SOF), and tactical air

control systems {TACSI support. Bringing these

organizations together under a single manager would

increase available assets for SOF and TACS; unify

administrative control wh.i1e leaving operational

control under the Air Force component commander

in the unified command; and retain individual missions

while allowing the commander to augment other

missions to meet peak demand.:t2

Headquarters MAC leaders reasoned that a single

manager could provide the greatest number of aircraft

to meet any theater commander's needs. Since ARRS

already controlled three-fourths of the combined

helicopter force and had proven its ability to support

worldwide demands, command· officials concluded

that ARRS should manage all USAF helicopter forces.

The Tactical Air Command (TACI senior staff

disagreed, suggesting that the single manager idea

was not only counterproductive for Rescue, SOF, and

TACS, but it was also not a practical solution to the

documented rotary-winged aircraft shortfall. The TAC

staff also pointed out that since SOF and TACS

trained with the Army's Special Forces. their combat

tactics were not compatible with air rescue. n

Other events occurring halfway around the wond

at about this time shifted the issue from just helk:opter

forces to the broader focus of special operations

forces. which included all remaining helicopter and

some specialized aircraft as well. Future discussions

would include all SOF assets. After the failed rescue

attempt of the 53 Iranian-held hostages. the

Department of Defense, congressional, and other key

government officials began considering how best to

revitalize SOF. 34 The Joint Chiefs of Staff

commissioned a Special Operations Review Group in

May 1980 to investigate all aspects of the Iranian

hostage rescue mission. The group found numerous

problems in the mission's planning and execution and

recommended that the Joint Chiefs of Staff create a

Counterterrorist Joint Task Force as a permanent field

agency with assigned personnel and assets. 31

In addition, two other important actions took

place which facilitated SOF's consolidation under

MAC. The first, the Department of Defense186

commissioned Air Force 2000 Study, presented a

comprehensive look at the Air Force's needs and

resources in the year 2000. Because conflicts could

range from political unrest to small-scale regional

confrontations, the study emphasized that the Air

Force's future mission must include counter-terrorist

and counter-insurgency operations, crisis

augmentation of friendly air forces. and special

operations capabilities.31 The study concluded: "To

provide the organizational support necessary to

enhance special operations, the Air Force should

consider placing it under HQ USAF .as a Special

Operations Agency, or within a Major Command as

a numbered air force."u

The second event was a functional management

inspection by the USAF Inspector General's office.

Because of the unsuccessful Iranian hostage rescue

mission and other changes in Defense Guidance. the

National Command Authority renewed its emphasis

on the nation's special oPerations capabilities. In light

of the inspection resutts, the Air Staff directed General

Wilbur Creech. Commander of TAC. and· General

James R. Allen, Commander in Chief of MAC. to

form a joint study group to examine the various

proposals and then brief the Air Staff on consolidating

special operations and combat rescue under a single

manager. Military Airlift Command officials argued

that placing these assets under MAC would provide

more efficient and responsive manage"!lent of scarce

special operations and combat rescue resources. SI

General Duane H. Cassidy, then MAC Deputy Chief

of Staff for Operations, noted in an interview in 1989

that the biggest problem then was personnel. The

people in special operations competed with the ftghter

or the bomber force for promotions and career

progression. Since MAC already had the "C-130 or

helicopter people from rescue in MAC, we were the

only ones who really could take care of them and

make sure they had a good career. We had the biggest

pool of people to put into that field, so it made sense

that we should run the SOF." General Cassidy

concluded: "The case was compelling; the case sold

itself." Between 7 and 14 September 1982, Generals

Creech and Allen discussed the proposed

consolidation and agreed that MAC should be the

single manager of the Air Force's special operations

assets. General Cassidy recalled, "We finally got the

SOF when General Creech .•. said, 'I agree with the

position. I take away my objections. I will give you

the special ops forces...·31

Generals Creech and Allen then authorized

members of their staffs to form a Joint Organizational

Working Group to create the new organization.40 The

working group met throughout September and

October 1982 and quickly decided that special

operations would be a separate air division coequal

with ARRS under a numbered air force headquarters

located at Scott Air Force Base. Brigadier generals
would command the Aerospace Rescue and Recovery

Service and a special operations air diviston, reporting

directly to the numbered air force commander. The

ARRS detachments supporting the United States Air

Forces in Europe (USAFEI and Pacific Air Forces

(PACAF) headquarters would become numbered air

force detachments and would fly both combat rescue

and special operations missions. The special

operations air division would locate at Hurlburt Field,

Florida, and would include the following field units:

1st Special Operations Wing, Hurlburt Field; 1st

Special Operations Squadron, Clark Air Base, Republic

of the Philippines; 7th ~pecial Operations Squadron,

Rhein-Main Air Base, Federal Republic of Germany;

and a special operations detachment at Howard Air

Force Base, Panama. Several Air National Guard and

Air Force Reserve units with special operations

missions would also join the new air division.41

On 10 February 1983. the Air Force officially

constituted Headquarters Twenty-Third Air Force

(effective on 1 March 1983) from Headquarters ARRS

and assigned to it the 2d Air Division to manage

special operations. At the same time. Headquarters

USAF removed the 1st Special Operattons Wing from

TAC. the 1st Special Operations Squadron from

PACAF, and the 7th Special Operations Squadron

from USAFE and placed them in MAC, effective with

the activation of the Twenty-Third Air Force and the

2d Air Division.n

The Military Airlift Command's control over the

special operations forces was short lived, however.

Years of" study by congressional committees had

convinced senior government officials of the need for

a single joint service command to handle special

operations. By the summer of 1.985, moreover,

Congress had recognized that even though the

Defense Department had made sweeping changes in

the structure of SOF during the preceding four years,

serious shortcomings still existed. When House and

Senate committees met to resolve their differences

TWENTY·THIRD AIR FORCE

MARCH 1983

I I

ARRS 2 AD

SCOTT HURLBURT FLD

I- 39 ARRW - 1 SOW

EGLIN HURLBURT FLD

f- 41 RWRW - 1505

McCLELLAN CLARK

L- 1550ATTW - 7505

KIRTLAND RHEIH-MAIN

f- USAFSOS

HURLBURT FLD

L- DET 1

HOWARD

187
over the 1986 and 1987 military appropriations bills,

they also directed the Department of Defense to report

on the "feasibility of creating a single command

structure for Special Operations.un

Although the Department of Defense,

Headquarters USAF, and MAC all recommended

against a separate command structure for special

operations, Senator William S. Cohen IR·MEI

advocated creating a unified special operations

command and obtained considerable support for this

proposal in Congress. Cohen pointed out that even

though the SOF aircrah assets averaged 20 years of

age the Military Airtift Command ranked special forces

airlih 59th on its list of funding priorities.·· Senators

Sam Nunn and Barry Goldwater of the powerful

Armed Services Committee supported Cohen's

position. In a 29 January 1986 joint letter to Defense

Secretary Caspar W. Weinberger, they wrote: "It is

discouraging to note that today we have exactly the

same number of MC·130 Combat Talon aircraft (14)

and AC-130A/H gunships (10/10) as we had at the

time of Desert One, and two fewer HH-53 Pave Low

helicopters than we had in May 1980 (7 today

compared with 9 in 19801."41

This fact prompted Senators Cohen and Nunn to

introduce a bill on 15 May 1986 to create a unified

special operations command. "While the United

States must remain well-prepared to deter nuclear and

conventional warfare, the day-to-day challenge for the

foreseeable future seems to place a premium on our

ability to conduct special operations," said Senator

Cohen. He added that the nation's SOF was "at the

mercy of interservice rivalries and a military

bureaucracy in which support for special operations

runs counter to mainstream thought and careers.....

On 6 August 1986, the full Senate unanimously

approved the Cohen·Nunn proposal as an amendment

to both the Fiscal Year 1986 Defense Authorization

Act and the Fiscal Year 1987 Appropriations bill. "It

has been six years since the tragedy in the deserts of

Iran, and the U.S. still does not have. the capability to

perform a similar mission," Senator Cohen reflected.

Moreover, "at this time, U.S. special forces are still

scattered among the Services, badly underfunded and

lacking a clear and coherent mission. ".1 As a result,

the 1987 National Authorization Act included a

provision for a unified special operations command to

be operational by 1 May 1987. The command would

control all stateside·based SOF units, develop

strategy, train assigned forces, design and acquire

equipment unique to SOF, outline intelligence

requirements, and monitor assignments and

promotions. Major theater commanders overseas

would continue to control special operations units in

their areas of responsibility...

The Department of Defense established the

United States Special Operations Command

IUSSOCOMI at MacDiII Air Force Base, Florida, on

The AC·130H Spectre Gunship with Its side·firing wupons system••iT refue6ng c./Mbillty••nd inf,.ret/ .nd

low light level television direction system.

188
16 April 1987 and formally activated the new

command on 1 June 1987. The United States Special

Operations Command would furnish combat-ready

special operations forces to quickly reinforce other

unified commands and woukj plan and execute special

operations directed by the President or the Secretary

of Defense. The Army's 1st Special Operation

Command. the Navy's Naval Special Warfare

Command. and MAC·s· Twenty-Third Air Force

became the service components of the new

command.~·During 1986 and 1987. the Military Airtift

Command reorganized the Twenty·Third Air Force by

combining its aircraft into four operational wings;

relocating its headquarters from Scott Air Force Base

to Hurlburt Field; and creating three operating

locations for planning and liaison purposes. The

command also inactivated the 2d Air Division. IiD

Since Congress had focused only on the Twenty·

Third Air Force's special operations mission, General

Cassidy worked throughout 1988 and 1989 to

streamline the numbered air force and to divest it of

non-special operations organizations and

responsibilities. In February 1989. he announced that

the command would remove the search and rescue

assets from the Twenty·Third. On 1 August 1989.

Headquarters MAC reestablished the Air Rescue

Service as a separate service with the 41 st Rescue

and Weather Reconnaissance Wing at McClellan Air

Force Base. California. as its core. General Cassidy

also planned to reassign the 375th Aeromedical Airtift

Wing and the Scott Medical Center from the Twenty·

Third. and on 1 February 1990. these two units

became part of MAC's Twenty·Second Air Force.lil

On 30 April 1990. Headquarters USAF

announced the establishment of an Air Force Special

Operations Command IAFSOC). The new command.

formed from elements of MAC including the TwentyThird Air Force, would be the Air Force component

of USSOCOM. With Major General Thomas A. Eggers

as commander. AFSOC became operational on 22

May 1990 with headquarters at Hurlburt. The Military

Airlift Command's relationship with special operations

had come full circle.

MAC AND THE

UNITED STATES

TRANSPORTATION COMMAND

Even before the passage of the GokIwater·Nichols

Act in 1986. MAC officials and other military leaders

had weighed the advantages of unifying all

transportation assets under one interservice

command. In 1977. the Joint Chiefs of Staff had

authorized the TransportlJtion Operating Agency

Organiz8tion Alternativ8S Study to consider the

propriety of a special command to manage all

Department of Defense transportation functions. The

189

study had concluded. however. that MAC should

remain a specified command because of its global and

interagency mission. And in 1982. Congress enacted

legislation specifically prohibiting the establishment

of a unified transportation command. n

Although Defense Secretary Weinberger and

some members of the military community continued

to support a unified transportation command initiative.

they made little headway until the Packard

Commission issued its interim report on 28 February

1986. These findings recommended creating "a single

unified command to integrate glob.al air. land and sea

transportation.··n The final report included the same

suggestion. As a result. in the fall of , 986. Congress

repealed its ban on a unified transportation command

and included the Packard Commission's

recommendation in the Goldwater·Nichols

Department of Defense Reorganization Act. On 31

December 1986. Secretary Weinberger agreed to

establish a unified transportation command. and on

18 April 1987. President Ronald Reagan approved the

activation of the United States Transportation

Command IUSTRANSCOMI at Scott AFB. Illinois."

General Cassidy acted as the executive agent for

USTRANSCOM from its establishment until its formal

activation on 1 October 1987 when he became the

"dual·hatted" United States Transportation

Command Commander in Chief and MAC Commander

in Chief. The Navy's Military Sealift Command joined

MAC and the Army's Military Traffic Management

Command as service components of the new unified

command. 1iIi

The Military Airlift Command retained its specified

command status until 1 October 1988 when the

United States Transportation Command became fully

operational. With the loss of MAC's specified

command status, three areas of responsibility

transferred to the new unified command. First.

USTRANSCOM assumed operational command of

MAC's C-5. C-141. United States·based C·1 3D,

WC-130. and WC- 135 aircraft. Second, the new

command also exercised operational command of

mobilized Air Reserve Component transport assets.

Third. mobilized HC·130 and combat search and

rescue helicopter aircraft transferred either to

USTRANSCOM or USSOCOM.1iIi

The loss of specified command status. however.

had little impact on many MAC activities. Several

functions. such as the 89th Military Airlift Wing. Air

Weather Service. Aerospace Audiovisual Service.

operational support airlift assets. and aeromedical

evacuation forces. which were "service-tJnique" and

not part of MAC's specified command mission.

continued without change. The command's theater·

based forces. including intratheater airlift. special

operations. operational support airlift. weather

support. visual information. combat rescue, and

aeromedical airlift forces assigned to the operational
SIGNIFICANT HUMANffARIAN AIRUFT OPERATIONS

1980

Earthquake rslief to Tereeira Island, Algeria, and Italy

Cuban refugees to processing centers throughout the United States

1981

52 American hostages returned to the United States

1982

Foodstuffs to famine-s.trickel! areas of Chad

Aid to earthquake victims in the Yemen Arab Republic.

1983

Humanitarian assistance to £1 Salvador

Relief to earthquake victims in Turkey

19/U

Medical supplies and equipment for AIDS research in Zaire

Relief assistance to Ethiopian refugees in Sudan

1985

Famine relief to Niger, Mali, and Ethiopia

Aid to earthquake victims in Mexico City

1986

Emergency assistance to typhoon-favaged Solomon Islands

Food, medicine, and supplies to £1 Salvador earthquake victims

1987

Aid to earthquake victims in Ecuador

Surplus DOD food, clothing, and medicine to Chad and Thailand

1988

Aid to Bangladesh after floods left 30 million homeless

Earthquake relief to Soviet Armenia

1989

Cleanup support of Exxon Valdez oil spill in Alaska

Relief'to east COBst and Caribbean Islands after Hurricane Hugo

Assistance to San Francisco area after earthquake

1990

Insecticides and medical supplies to Nicaragua

Aid to displaced persons in Jordan after Iraqi invasion of Kuwait

190

·
control of theater commanders or the senior Air Force

commander, also remained unchanged at this time."

While these organizational changes brought new

challenges to the Military Airlift Command, the

command continued to fulfill its mission

responsibilities. There were several widely-publicized

humanitarian relief efforts as well as the URGENT

FURY contingency. Changing relations with the Soviet

Union again demonstrated airlift's uniqueness as an

instrument of diplomacy. The command's resources

would also support two major contingencies:

Operation JUST CAUSE, an incursion into Panama to

depose strong-man Manuel Noriega; and Operation

DESERT SHIELD, into Saudi Arabia to oppose Iraq's

agression in the Middle East.

AIRLIFT TO THE SOVIET UNION:

SEMIPALATINSK-INF-ARMENIA

Mikhail Gorbachev, who became the leader of the

Soviet Union in 1985, proclaimed an era of openness

or Glasnost in his country. Glasnost led to a series of

summit conferences by Gorbachev and President

Ronald Reagan, and relations improved between the

two countries. Nothing illustrated the shift in attitudes

more than the missions the Military Airlift Command

began flying in 1988 to areas inside the Soviet Union

previously closed to the West. Command aircraft

carried Department of Energy scientists and

equipment to a Soviet nuclear test site at

Semipalatinsk; airlifted Intermediate-Range Nuclear

Forces (INF) Treaty inspectors to Moscow and UlanUde in Central Siberia; and provided earthquake relief

supplies to Yerevan, Soviet Armenia. On the latter

missions, MAC crews flew into the USSR without

Soviet navigators aboard for the first time since World

War II.

The first of these dramatic operations began in

April 1988 when a MAC C·5 carried American

scientists and test equipment from the United States

to Semipalatinsk, in south central Asia, the Soviet

Union's center for the underground testing of nuclear

weapons. Events leading up to this flight began in

September 1987 when American Secretary of State

George Schultz and Soviet Foreign Minister Eduard

Schevamadze met in Geneva, Switzerland, to discuss

monitoring nuclear testing. They agreed that their two

countries would plan a joint verification experiment

(JVE). Premier Gorbachev and President Reagan

endorsed the idea.II

After subsequent negotiations and a preliminary

visit by a Department of Energy lODE) team to the

Soviet nuclear test site in January 1988, the two

governments agreed that the DOE would ship

equipment to Semipalatinsk so that American nuclear

scientists could demonstrate the capabilities of their

monitoring equipment to the Soviets. To airlift the

equipment and American scientists to the Soviet

191

Union. the Department of Energy contracted for one

C-S mission in April 1988 and five more in May. The

DOE later expanded its airlift requirement, and

additional missions were added.II

The first DOE mission, which landed on 18 April,

was typical of those that followed. A C·5 from Dover

Air Force Base, Delaware, flew to Indian Springs,

Nevada, and picked up drilling rigs, monitoring

equipment, and several Department of Energy

scientists. The Galaxy then returned to Dover,

changed crews, and proceeded on to Rhein-Main Air

Base, Federal Republic of Germany. At Rhein-Main an

airlift control element, a fresh crew with diplomatic

clearance to fly into the Soviet Union, and two Soviet

Aeroflot navigators boarded the aircraft. Captain

Michael Eastman and his crew flew the C-5 on the

eight-hour trip from Rhein-Main to Semipalatinsk. This

was the first of eight historic missions between 17

and 21 April 1988.eo Although they provided neither

weather forecasts nor maps, the Soviets issued

precise operational instructions and restrictions for the

mission. The two Aeroflot crewmembers helped with

air traffic control, weather updates, and technical

data. During the flight, however, they informed

Captain Eastman that although each had thousands

of flying hours, neither had ever flown into

Semipalatinsk. Even so, the C-5 landed without

incident at 1000 local time on 18 April 1988. The

airlift control element personnel unloaded the aircraft

using equipment they had brought with them.

Although the Soviets allowed six hours and fifteen

minutes for unloading, refueling, and reloading the

airlift control element equipment, the MAC team

finished their work in three hours. el

After American inspectors completed their

examination at the test-site in late April, the

Department of Energy requested that the Military

Airlift Command airlift nearly 500 tons of testing

equipment and 155 scientific support personnel to

Semipalatinsk in early May. Beginning 3 May, one C-5

departed daily for five days, either from Travis Air

Force Base, California, or Dover; proceeded to Indian

Springs; loaded the Department of Energy equipment;

and then flew to Dover where a fresh crew took over

the controls. The second crew made the flight leg

from Dover to Helsinki, Finland, which served as the

staging point for the May flights. At Helsinki, another

crew with diplomatic clearance boarded the aircraft

and flew on to Semipalatinsk. e2

The Military Airlift Command's efforts bore fruit

when on 14 September 1988 Soviet and American

scientists evaluated the equipment during an

underground test. A short time later, the Department

of Energy conducted a similar test at Indian Springs

with Soviet scientists present. Captain Eastman and

his crew received the 1988 Mackay Trophy for the

professional manner in which they handled the first

of the sensitive DOE missions to Semipalatinsk. U
LOMIing JVEequipment -"tMtd. MAC C·5B t1'MJSPOl'f.t IndMn Springs. Nev.., bound for the Soviet Union'&

nucIN, WNpoM tnt me .t SemipllMtimIc. MlIy 1988.

On _ JVE miuion to Sflm,/pMtimIc. uAmlMuMJoru

M.;o, John L. Cintfici",.. frlend& with two &chooI

boy.f, K~.kh the othw Ruuilm, LMin SquMe.

The Intermediate-Range Nuclear Forces Treaty.

which President Ronald Reagan signed in December

1987 and the Senate ratified in 1988, committed the

192

United States and the Soviet Union to destroy their

stockpiles of intermediate-range delivery systems

(those with ranges of approximately 600-3,400 miles)

within three years, with a follow-on ten-year mutual

verification program. While satellites and other

electronic surveillance measures were the primary

method of verifying the compliance with the treaty,

each party also planned to conduct on-site inspections

of production facilities until May 2001. The Military

Airlift Command provided the air transportation for the

Soviet inspection teams within the United States and

carried American inspectors to the ports-of-entry in

the Soviet Union....

During the baseline period, 1 July through 29

August 1988. each party examined missile storage

and production facilities to confirm the data

exchanged on numbers and components. Inspection

teams then used this information to monitor treaty

compliance. Under the terms of the agreement. each

party could inspect each of the designated sites once

during the 6O-day baseline period. The Americans had

26 sites lIater expanded to 311 and the Soviets 133.

The large number of Soviet sites forced the Defense
Department's On-Site Inspection Agency 10SIA) to

visit more than one site each day. Fortunately, some

of the Soviet locations contained several sites."

Military Airlift Command C-141 s met the Soviets

at the two American entry points, Dulles International

Airport, Washington, DC. and Travis and carried them

to the various weapons assembly and storage

locations throughout the United States. After

conducting a review, the Soviets returned via

SUlflifteTS to their port-of-entry. Other C-141s

supported the Soviet portal-monitors on their flights

to and from the Pershing II assembly plant at Magna,

Utah. Additionally. MAC C-141 s carried American

inspectors to the staging points-Ulan-Ude Mukhino

airfield in Central Siberia and Seremt'yevo

International Airport in Moscow-for entry into the

Soviet Union. Command C-130s also transported

Soviet inspectors from Rhein-Main to various Allied

sites in Europe. During the 60-day baseline period,

MAC flew 111 missions and airlifted 185 teams of

10-12 members each."

Thereafter, MAC continued to fly missions in

support of the treaty but at a slower pace. As bases

and missile support facilities became non-operational.

each party conducted close-out inspections to ensure

that treaty-prohibited activity had ceased. The treaty

also allowed both sides to make short-notice

inspections at active and closed missile sites. Finally,

the INF agreement permitted "portal-monitoring." The

United States could continuously monitor the Soviet

SS-25 ICBM final assembly facility at the Votkinsk

Machine Building Plant in the Ural Mountains; the

Soviets wouk:l watch the Pershing II assembly plant

at the Hercules Plant 1, Magna, Utah. From the end

of the baseline period on 30 August 1988 through 31

October 1990, MAC aircraft transported 619 Soviet

and American teams on 395 missions: 232 in Europe,

61 in the Pacific, and 102 within the continental

United StatesY The Military Airlift Command

functioned as an instrument of diplomacy by

supporting both American and Soviet inspectors in

their efforts to verify compliance with the INF treaty.

The most dramatic missions the Military Airlift

Command flew into the Soviet Union in 1988 and

1989 carried disaster relief to Armenia. In the past,

the Soviets had always rejected the United States'

offers of humanitarian assistance following natural

disasters, but on 7 December 1988 when a massive

earthquake that registered 6.9 on the Richter scale

struck Armenia, the Soviets accepted help. In part,

this was prompted by the extent of the devastationsome 25,000 persons dead and more than 500,000

homeless-but the relief effort was also symbolic of

the lessening of tensions between the two

superpowers.'· The American people responded

immediately with the greatest outpouring of aid to the

Soviet Union since World War II.

193

On the evening of 9 December 1988, the

Department of State requested that the Militery Airlift

Command transport rescue teams and supplies from

Andrews Air Force Base, Maryland, to the Armenian

Republic's capital of Yerevan. Two C-141s arrived in

Armenia on 11 December: the first carried 19

professional rescue specialists, 2.5 tons of rescue

equipment, 750 wool blankets, and 100 tents; the

second airlifted 33 tons of tents, medical supplies,

shovels, picks, and 4.1 tons of Navy surgical supplies.

For the first time since 1944, the aircraft on these

missions carried no Soviet observers; the aircrew

maintained command and control using high

frequency radios.'·

Zvartnots Airport, at Yerevan, was undamaged

by the quake and served as the hub for the relief effort,

but hundreds of military and civil aircraft from many

nations clogged the runways and ramps. Because of

the congestion and a previous minor accident on a

taxiway, the MAC senior staff decided against flying

C-5s directty to Yerevan. Instead. the Gaexys travektd

to Incirlik Air Base, Turkey. carrying medical and

surgical supplies, clothes, blankets, plastic sheeting,

tents, water jugs. and plastic modular shelters

provided by the Agency for International Development

and the Office of Foreign Disaster Assistance. From

Incirlik, C-141 s shuttJed the supplies to Zvartnots. In

the initial stage, MAC flew seven C-141 missions into

Armenia in December 1988, with eight more in

January and February 1989. The command made one

additional flight directly to Yerevan in December

1989. when a C-5 airlifted 12 four-wheel-drive Dodge

trucks each loaded with 50 general purpose field

tents, plus blankets, rubber boots, and portable tent

heaters.'o

The most publicized of aU the earthquake relief

missions to Armenia was the flight that brought 37

seriously injured children and young adults to the

United States for treatment at ten American hospitals.

Project HOPE, a private, nonprofrt, intemational health

agency, arranged for the young peoples' trip and

treatment. A team of eight Project HOPE physicians

visited Yerevan area hospitals and selected the

patients who ranged in age from 30 months to 25

years. The team looked for peop~ with open wounds,

bone infections. or doub~ amputations. A C-141, in

Europe to support the INF On-Site Inspection Team,

airlifted the young patients first to Rhein-Main and

then on to Andrews. A MAC C-9 and several privately

chartered aircraft then transported the young patients

and their escorts to hospitals throughout the

country." The American people's compassion,

personffied by the MAC crews who delivered the relief

supplies and transported the injured Armenians for

treatment, helped to solidify the improved relations

between the United States and the Soviet Union.
A Soviet soldifH stMKling !JfMtd OWl' reIitIf supplies

whh a MAC C·141 in the IMckground. Zvartnots

Akport.

Rnt LMJy 8IIrbanI Bush gt'Wted the ArmettiIIn children

upon their arrival at Andtews Air Fon:e Base.

194
OPERATION JUST CAUSE: PANAMA

From 17 December 1989 through 14 February

1990. all branches of the United States Armed Forces

took part in a large-scale. complex military offensive

in Panama. Operation JUST CAUSE was the largest

American combat operation since Vietnam. The

United States considered the isthmus of Panama and

the canal that bisects that nation of vital interest since

Panama gained its independence from Colombia in

1904. In recent years, animosity between the United

States and Panama escalated. culminating in 8n

Amertcan indictment against the Panamanian strongman Manuel Noriega on drug trafficking charges in

February 1988. The United States government's

political and economic sanctions failed to force

Noriega from power but instead drew tlireats and

violence against Americans living and working in his

country and in the Canal Zone.

Friction between the two countries became

especially acute around the time of the Panamanian

presidential election on 7 May 1989. Following the

overwhelming defeat of his hand-picked candidate.

Noriega nullified the elections causing thousands of

Panamanians to march and riot in protest. Noriega's

personal army, the Dignity Battalion;n reacted with

force, including assaulting the victorious presidential

candidate, Guillermo Endara and his running mates.n

President George Bush recognized that the

violence and coercion surrounding the election posed

a serious threat to the safety of the Panama Canal and

the 51,000 Americans who lived in Panama.

Accordingly, he decided on 11 May 1989 to deploy

a brigade-size security augmentation force to ensure

the protection of American lives. Between 11 and 18

May 1989, MAC used 34 C-5, 39 C-141, and 2

commercial l-l 011 missions, airlifting 2,679 soldiers

and Marines and 2,950 tons of cargo to Panama, to

complete the highly-publicized Operation NIMROD

DANCER.

That same day, 11 May, President Bush ordered

some 5,000 dependents living among the civilian

community to move onto a military facility by 12 May

or to return to the United States.,. During the sevenweek period from 16 May through 29 June 1989,

Operation BLADE JEWEL airlifted a total of 5,915

persons on 49 commercial, C-5, and C-141 missions.

from Howard Air Force Base, Canal Zone, to

Charleston International Airport, South Carolina."

Following a failed coup attempt against him on

3 October 1989, Noriega acted even more

aggressively to eliminate opposition and consolidate

his authority. As conditions in Panama deteriorated

in the ensuing weeks. several events occurred in rapid

succession, causing President Bush to order military

action." On 15 December 1989, at Noriega's

instigation, the Panamanian National Assembly

declared that a state of war existed between Panama

195

and the United States and enacted measures to repel

foreign aggression. The folkJwing night, 16 December,

a member of Noriega's Panamanian Defense Force,

the country's combination military policelintemal

security force, killed an American Marine oHicer. The

defe'nse force also arrested, beat. and threatened a

United States Navy lieutenant and his wife, who

witnessed the killing."

The attempted coup prompted American leaders

to solidify plans for military intervention. Planning for

the Military Airlift Command's participation intensifted

when representatives of MAC,. TAC, and SAC

attended an interservice meeting at Fort Bragg, North

Carolina, between 5 and 9 October 1989. The Air

Force's major operational commands perfected a

series of invasion plans that included simultaneous

airdrop/airland operations. Headquarters MAC

determined that the command's airlift system required

60 hours to marshall the crew force needed for the

invasion: approximately 36 hours to locate the crews

and get them to onload locations; and another 24

hours for mission planning, preparation, and en route

flying time."

Fortunately, Operation JUST CAUSE began at the

start of the Christmas holiday season, so MAC had

fewer scheduled commitments. Most of the 63

C-141 s, 21 C-1305, and 2 C-5s the command needed

to support the Army's invasion force were in place at

their home stations. In preparation for a coup de main

in Panama, MAC aircraft from throughout the airlift

system prepositioned troops and equipment the day

before at the staging locations: Pope Air Force Base,

North Carolina; lawson and Hunter Army Air Fields.

Georgia; and Ollw1eston Ai Fon:e Base, South Caroli'la.

Despite complications from fog and icing in the

loading and staging areas. 12 C-141 sand 4 Special

Operations low level (SOll) II C-l 305 began

airdropping paratroopers and heavy equipment from

the 75th Ranger Regiment on TorrijosfTocumen

Airport near Panama City early on 20 December

1989.110 At the same time. 15 C-1305 executed an

airdrop on Rio Hato, a major Panamanian Defense

Force base and airfield. Within a few hours. ground

forces had secured Rio Hato, and SOll C-1305

commenced landing to deliver additional equipment

and evacuate wounded.·'

Special operations forces then assigned to MAC's

Twenty-Third Air Force also played a critical role in

the successful execution of JUST CAUSE. At H-hour.

when the operation began, Twenty-Third Air Force

had 26 aircraft committed to offensive air operations:

7 AC-130s, 7 HC-130s, 3 MC-130s, 4 MH-60s, and

5 MH-53s. The C-130s attacked ground targets and

provided tactical support for the Army Rangers while

the MH-53 and MH-60 helicopters deployed and

repositioned forces in Panama City. All of the United

States-based AC-130s and 80 percent of the United

States-based MC-130s participated in the operation.·2
Contingency plans called for two C·Ss to land at

the TorrijoslTocumen airport. after ground troops had

secured it. and to provide a refueling platformu in the

event enemy action rendered the Howard runway

A MAC C-I30 IMwIJng .t Rio H.to during O".,--tJon

JUST CAUSE.

unusable. The Gs/sxys also deployed an airlift control

element (ALCE) to TorrijosfTocumen to manage the

airlift flow of follow-on support forces." Since

Panamanian Defense Forces made no assault on

Howard and the base's runway remained open. the

C-130s of the assault force refueled there.

Consequently. the C·5s landed at Howard and

deployed the ALCE to TorrijoslTocumen airport a few

hours later. Working throughout the night of 20-21

December. the MAC ALCE and air traffic controllers

at TorrijosfTocumen had the airport in full operation

by the time the security forces arrived on the twenty·

first...

Even as United States forces were securing

TorrijoslTocumen, Rio Hato. and other military

objectives, President Bush made a television/radio

broadcast to the American peopJe. He outlined events

in Panama over the past two years and reminded the

nation that he had not taken the decision to invade

lightly. The President reported that the fighting was

still underway and that some American lives had been

lost. He went on to say that the United States had

restored the legitimate government of President

.~-- - - ~--

HC·130 (.h).nd C·130s on the ground wHh.n Anny OH-6 ffying .bow.t Tonfo$ITocumen aiqIott.

196
Guillermo Endara, duly elected on 7 May 1989.

President Bush told the nation he had directed the

Secretary of the Treasury to lift economic sanctions

against Panama in respect for the Endara govemment.

Finally, the President said he was returning the

American Ambassador to Panama and taking

appropriate action to achieve an orderly release of

Panamanian assets frozen in the United States."

UnIoMJIng .n Anny heIIcopttN from • MAC C·5 .t

Howord Air FrHr:o SUe during 0".,._ JUST

CAUSE.

On 21 December, the day after MAC completed

its participation in the pre-dawn aSS8utt, the command

airlihed an additional 2,500 troops to Panama. Many

of the soldiers were security policemen sent to help

restore order amid widespread looting. Later that day,

other MAC aircraft took augmentation forces assigned

to the 7th Infantry Division to Torrijos International

Airport.17 Military Airlift Command transports also

evacuated military personnel wounded during JUST

CAUSE from Howard to Kelly Air Force Base, Texas,

after they had received their initial treatment in

Panama. Aeromedical evacuation missions lasted

from 20 December 1989 through 5 January 1990."

During this period, 257 patients were flown from

Panama to Kelly aboard 1 C-130 and 8 C·141

197

missions. Included among the wounded were 216

litter and 41 ambulatory patients.··

Atthough having earlier boasted that he would

never be taken alive, Noriega asked for and received

asylum at the residence of the Vatican representative

in Panama on Christmas Eve. American soldiers and

tanks quickly surrounded the residence of the Papal

Nuncio and blocked all approaches to the area." After

failing to negotiate safe passage to a neutral country,

Noriega left his sanctuary on 3 January 1990 and

surrendered to American forces. An Army UH-60

Black Hawk helicopter flew him to Howard, where

Drug Enforcement agents arrested him on the

outstanding warrant.·' A MAC MC·130E then carried

the deposed strong-man to Homestead Air Force

Base, Florida. and delivered him to waiting federal

officials, who whisked him away to the federal

courthouse in Miami for booking and incarceration.·2

The Military Airlift Command's role in restoring

democracy in Panama consisted of more than military

action. Noriega was still in the Vatican embassy when

the United States began its large-scale assistance

program for the Panamanian people. The first of many

humanitarian airlih missions commenced two days

after Christmas. By the time this airlift ended on

DtugEn ousteddic'.""_ N~ In custody __• MAC MC-130 frH thfI

flight to the Unit«I St.res" .MnuMY 1990.
3 January 1990, 8 C-5s and 14 C-141 shad

transported three tons of medical supplies, 10,000

blankets and sheets. several tons of baby food and

food staples. and two million field rations to Howard

Air Force Base and Torrijos International Airport from

several continental United States locations. n

Events in Panama had stabilized by New Year's

Day to the point where MAC C-130s redeployed 56

troops to the United States. These were the first of

the deployed forces to go home." By the end of

January. MAC aircraft had airlifted approximately

10.000 troops back to the United States. The last

returned to the United States on 14 February 1990.

the day JUST CAUSE officially ended for MAC.til

From the time President Bush ordered the

execution of JUST CAUSE on 17 December 1989

through 14 February 1990, C-5s, C-141s, C-130s.

C-9s. C-1 2s, and civilian aircraft contracted by

Headquarters MAC flew 775 missions to transport

39,994 passengers and 20.675 tons of cargo to and

from Panama. Special operations units of MAC's

Twenty-Third Air Force fulfilled a critical role in

neutralizing pockets of resistance at H-hour and

thereafter. Twenty-Third's AC-130. EC-130. HC-130.

MC-130, MH·60. and MH-53 aircraft flew 796

missions during all of JUST CAUSE.·'

Media commentators correctly reported JUST

CAUSE as being the largest United States military

operation since Vietnam. Similarly, the early morning

airdrop on Torrijosrrocumen and Rio Hato Airfields

constituted the largest personnel airdrop since Korea

and the largest nighttime parachute assault in the

history of air power. The restoration of democracy in

Panama was a triumph for the concept of joint

operations. as many intricately related assault

operations had occurred simultaneously at H-hour. As

measured by the number of separate organizations

that participated directly in JUST CAUSE, MAC's role

was greater than any other Air Force organization.

OPERATION DESERT SHIELD:

PERSIAN GULF

Throughout the 1980s the Persian Gulf had been

an area of considerable interest and instability.

Indicative of this significance, the Department of

Defense created in 1980 the Rapid Deployment Joint

Task Force with responsibility over the area. This joint

'. •••••

• of

..'" .. • • ..•.

• ,

" ...... -~

~.' ,-- &.

..

- .'

- -

..

"'"' - &.

..

.."

I '"' - ... &. • ... , - ,

..

'"'-

.. • .. ...

-. - - MAC C- 141 .uerews mlIde the world's longest non-stop IliTdrop when they tIeIIvtHed troops directly from the

United St.res to Egypt during BRIGHT STAR 82. held In the f.H of 1981.

198
organization was renamed the United States Central

Command. a unified command under the Joint Chiefs

of Staff. on 1 January 1983.'" The Military Airlift

Command supported the deployment mission of this

command as it managed American military operations

in the region. One aspect of this support involved MAC

airlift for a series of intense field training exercises.

collectively named BRIGHT STAR and held during odd·

numbered years since 1981. During BRIGHT STAR

82, MAC demonstrated an especially impressive

intercontinental deployment capability. On the night

of 14 November 1981, the command executed the

longest nonstop parachute assault mission ever

conducted. Using 24 C·141 aircraft. MAC airdropped

859 troops and 172 tons of cargo on a desert drop

zone southwest of Cairo, Egypt. after flying 13 hours.

The drop occurred within a few seconds of the

scheduled time."

Brigadier General Duane H. Cassidy, then the

MAC Assistant Deputy Chief of Staff for Operations,

commanded the airlift forces for this exercise. He

recalled the significance of this achievement:

., .. the first time we dropped there in the

desert, we were 20 seconds off on TOT

(time over targetl. It just amazed the hell

out of me . . .• We had launched these

airplanes out of Charleston and Pope, flew

to Egypt. and dropped only 20 seconds

off.--

Such accuracy in a strategic airlift mission was

unheard of, and it encapsulated the capability of the

airmobility mission as never before.

If the Persian Gulf had been an area of intense

significance in the 19805, in August 1990 and the

months that followed, the entire world focused on

events there as Iraq invaded and then annexed the

nation of Kuwait. A ploy to boost Iraq's sagging

economic position by raising oil prices. the invasion

sparked both consternation and action from the

leaders of other nations. Within days of the invasion,

the United States began a multifaceted effort to

achieve a status quo antebellum. President George

Bush formed a loose coalition of nations to oppose

Iraq's aggression. Under American sponsorship the

United Nations condemned the act and mandated the

use of force to prevent an Iraqi invasion of Saudi

Arabia and to prompt Iraq to withdraw its forces from

Kuwait. At the same time. President Bush began

Operation DESERT SHIELD, a massive deployment of

hundreds of thousands of troops and tons of

At Rhflin.MMn Ak a.., Army Ap«;he hlJIicopters st-.d I'fHtdy for..,.. ptNtfHS to 10M! them on • MAC C·5

bound {o, the Eut. WItNn the first few months ofDESERTSHIELD. Rhflin-MMn sennc.dalmost q much

tnlffic .s h would in • fJtJnfNI YMI'.

199
equipment and supplies to Saudi Arabia and other

nations in the region to deter further aggression. The

United Nations also initiated a blockade against Iraq

with the intent of forcing that nation's leaders to

negotiate a settlement agreeable to all.

On 7 August 1990, MAC aircraft and crews

began providing airlift support to elements of the

nation's Armed Forces involved in the DESERT

SHIELD deployment. All of the command's strategic

airlift units, plus MAC~ainedAir Reserve Component

units, transported troops and equipment aboard

C-141 St8rlihers and C-5 G8'8XYS to the Southwest

Asia theater of operations. As a measure of non-aetive

duty participation, about 4,200 reservists volunteered

to fly missions during the first weeks of the

contingency. Taeticalairlift support in the theater was

provided by MAC C-130 Hercules aircraft and crews

deployed from the United States.'OO

An AIr NatloM/ Guard IoMJmest." .ssigned to the

131th MIMt.,., AkfIft SquM/ron, Stew."Ai,N.tiotMI

GUlITtJ s.s., New Yom, w.s just one of the meny

GUIHd .nd RUfINfI pllf'aonnel supporting Ope,atlon

DESERT SHIELD.

Operating under a Defense Department contract,

commercial aircraft, such as DC-lOs, L-l0lls and

8-747s, moved passengers and cargo into the area.

In addition to commercial aircraft chartered

specifically for this operation, the Defense

Department, through Headquarters MAC, contracted

for civilian air carriers to replace military aircraft flying

regularly scheduled DOD passenger and cargo flights

elsewhere in the world. Beginning on 17 August

1990, General Hansford T. Johnson, MAC

Commander in Chief, activated the first stage of the

Civil Reserve Air Fleet to increase the civil airlift

available to the military. This was the first time the

Civil Reserve Air Fleet had been activated in its

38-year history. This action required 16 civilian

carriers to provide up to 38 aircraft, 21 of them cargo

aircraft, for the strategic deployment. 101

200

Subsequently, General Johnson told members of

the press corps that with DESERT SHIELD the United

States was conducting its "largest sustained airlift

ever over a short period of time." He explained that

the strategic deployment had greatly taxed the MAC

airlift system; all but five percent of the C-5s and 11

percent of the C-141 s were being used to airlift troops

and cargo to the region at that time. The command

needed the remaining aircraft to meet MAC's mission

requirements in other parts of the world.

The principle reasons for the saturation of the

airlift system were the distance from the United States

to the Middle East and the scope of the operation;

both greatly expanded the flying hours for MAC

aircraft. For exampJe, a C-141 normally averaged four

to five hours flight time each day, but DESERT SHIELD

requirements, during the first weeks, nearly tripled the

flying hours. "It's 7,000 miles by air from the East

Coast, and about 10,000 miles from the West Coast,"

General Johnson said. "Flying time alone is 15 hours

one way, in addition to refueling en route and

offloading .•• so we're talking at least two days to

complete 8 roundtrip."

A membe, of the 438th Airlift Control $quMhon,

McGuinJ Ai'Fon:fIs.-, New.leisey, pusing tine on

• _ AftIbiIIn ftlgh_ wllitlng ftN. _ bus.
CONCLUSION

De"" conditions mMIe an ample supply of bottltld

wa,., cdticlll.

mobility capacity to meet anyone of a number of likely

contingencies and recommended adding 20 MTM/D

to MAC's projected airlift capability for a total of 66

MTMIO. The command spent the remainder of the

decade striving to attain that goal. The unstable

conditions in the Middkt East and two important

studies prompted Headquarters USAF to approve the

consolidation of special operations forces into

Twenty-Third Air Force under MAC's control in 1983.

Leading Congressmen, however, were determined to

give special operations more autonomy and enacted

the Defense Reorganization Act of 1986, creating the

unified United States Special Operations Command,

with Twenty-Third Air Force as its air component, in

1987. Three years later, the Air Force converted

Twenty-Third Air Force into the Air Force Special

Operations Command. an independent major

command. The Reorganization Act also established

the United States TransportBtion Command

composed of MAC. the Navy's Military Sealift

Command, and the Army's Military Traffic

Management Command. The Military Airlift Command

lost its specified command status when

USTRANSCOM became fully operational on 1 October

1988. The end of the Cokt War and presidential and

congressional efforts to bring the federal defICit under

control meant that in the 19905 the Military Airlift

Command would have to streamline some of its

organizational elements still further.

Several significant military operations tested the

command's ability to respond during its fifth decade:

URGENT FURY, RUB8ER WALL, JUST CAUSE, and

finally, Operation DESERT SHIELD. Atthough MAC

performed well, these contingencies taxed the

command's capacity and documented the need for

additional airlift resources. Military Airlift Command

crewmembers also flew several historic missions into

the Soviet Union in support of nuclear underground

testing verification, the INF Treaty, and Armenian

earthquake relief efforts. During each of these

operations, command crewmembers flew to areas

previously shielded from the West. The period was

also characterized by a transformation in super-power

relations, and the Military Airlift Command was at the

forefront of that change.

't'1Il1.J~lI.J "',I,lI.JI 't\.:JI"'~ • ~lI.Jli~ f,~lI.Jijll.J "',I,lI.Jl

--J t ,'- I"'JlI

;;11

General Johnson compared the first few weeks

of the deployment operation to airlifting a small city.

stating: "We've moved, in essence, a Midwestern

town the size of Lafayette. Indiana, or Jefferson City,

Missouri. In addition, we've also moved the equivakmt

of all their cars, trucks. foodstuffs. stocks, household

goods and water supply."'02 The Military Airlift

Command soon surpassed this effort. By 11

December 1990. within the first 127 days, military

and Civil Reserve Air Fleet aircrews had transported

over 244,000 tons of equipment and supplies and

over 220,000 service personnel on more than 7,000

missions.'03

-

Events of the 19805 helped to restructure the

organization and mission of the Military Airlift

Command. Following the congresstonally directed cutbacks after the Vietnam War, crises in the Middle East

drove Capitol Hill to reevaluate the need for airlift as

well as the organization of the Defense Department.

The Congressionally Mandated Mobility Study of

1981 concluded that the United States lacked the

201
EPILOGUE

Initially, the requirement to. air transport military

materials and passengers arose in the interwar years

as the nation became air minded. During World War

II, as the statistics attest, the air transport mission was

critical to the waf effort. and it proved its worth again

during the Korean Conflict. Following these wars, the

need for a military air transport system during wartime

remained undisputed; there was, however. great

debate over whether the Defense Department should

maintain such a system in peacetime, especially when

the commercial airlines could handle the govemment's

transportation requirements. Thus. over the

decades-driven by technological advances. political

processes. and national security interests-the air

transport mission developed into a highly responsive,

worldwide military airlift system. These three major

themes permeate the fifty-year history of the Military

Airlift Command. Together, they capture the essence

of how the command has evolved.

First, aviation technologies have 90ntinually

influenced the evolution of military air transportation.

Consequently, the history of airlift encompas~esthe

endless search for larger, more advanced, and more

capable aircraft systems to include improving

attendant systems that provide for ground handling,

aerial port, maintenance, and command and control.

In reality, this quest incorporated changes in political

priorities, service requirements, and defense

strategies as well as the social and economic climates

of the times.

Cargo capacity, range, and speed have always

been central issues when deciding whether to

purchase a particular transport aircraft. Starting in

World War II with military versions of commercial

aircraft such as the venerable C-47 (2.S ton payload)

and C-S4 (6-7 ton), the command sought to develop

its own transports to meet the armed services'

specialized requirements. Although the prop-driven

C-124 Globemaster was built specifically for military

use, the shift from commercially-designed transports

gained momentum when the Air Force moved from

propeller to jet aircraft for its strategic airlift fleet.

The C-14 1 Starlifter, which entered service in the

mid-196Ds, fundamentally changed the military airlift

system. General Howell M. Estes, Jr., the MAC

Commander at the time, understood better than most

that the acquisition of the C-141 ushered in a

revolution in airlift. Estes identified nine overlapping

technological limitations confronting an aircraft

system: speed; range and payload tradeoffs; flexibility

of employment; cubic capacity; ease of loading; selfsuffictency; fuel efficiency; direct operating costs; and

terminal/airfield requirements. Although Estes

asserted that no single aircraft had ever overcome all

of these difficulties, he did conclude, however, that

202

the C- 14 1 had made a quantum leap forward by

minimizing many of these historic limitations. The

C-141 fostered a transportation revolution by its

ability to airlift large loads over intercontinental

distances to either a combat or non-threatening

environment in a matter of hours. It opened up new

avenues for the employment of airlift.

The C-S Galaxy demonstrated a similar

commitment to the never-ending search for

technological developments that would increase

airlift's capability. General Duane H. Cassidy, a former

MAC Commander in Chief, suggested recently:

We started to build the C-S and wanted to

build the biggest thing we could build. We

went to the engine manufacturers knowing

that the power plants were going to

determine how big the airplane could be.

We said, "How big an engine can you

build?" Herman the German, a guy working

for GE at the time, Gerhard Neumann, ...

said, "We can design you an 8: 1 bypass

ratio engine." Everybody rolled their eyes

because that was twice as much as

anybody had ever done before, but he

designed it, and he built it. It was the TF-39

engine. That engine then has become a

core for GE derivatives that are flying in

every aircraft in the world today. Quite

frankly, the C-5 program was a great

contribution to commercial aviation. We'll

never get credit for it, but we incentivized

that industry by developing that engine. We

figured out how much four 8: 1 bypass ratio

engines could lift and built an airplane

around those four engines.

The C-S's wide-body design, massive cargo capacity,

speed, and range (especially with aerial refueling)

represented a tremendous breakthrough in airlift

capability. A future airlifter, the C-17, incorporates

recent technology and the best features of both the

C-141 and CoS; it promises to represent another

technological leap forward.

Technological advances, however, have not been

limited to aircraft, for virtually every aspect of the

airlift mission has been affected. For instance, the

packaging, handling, and management of cargo has

undergone substantial improvements since the preWorld War II era when everything was essentially

hand loaded piece by piece. Even as late as the Berlin

Airlift, it was not uncommon for items weighing SOO

pounds to be loaded manually although forklifts did

ease the burdensome loading procedures somewhat.

When the C-1 24 was purchased in the early 19SOS, it
was designed not only for greater cargo capacity but

also for easier loading. A former MATS Commander,

William H. :runner, wrote, "The front opens up like

a clamshell, and ramps go down like the legs of a

praying mantis. You can roll any cargo you want, even

light tanks, right into this big beast."

In the mid-1950s, the Military Air Transport

Service issued 8 contract for developing a rigid pallet,

side guide rail system for the C-133. The contract

resulted in the 463L materials handling system which

has standardized cargo loading and management ever

since. This gave rise to researching and developing

special vehicles to move pallets and computerizing

management tracking systems and the overall aerial

port structure.

Another example of MAC employing technology

expeditiously has been in the area of command,

control, and communications. Virtually every aspect

of the airlift mission has been affected by the

advances in this field. From a simple system in World

War II, which relied on rudimentary short-wave radios,

radar, and telephones, the Military Airlift Commmand

has developed an exceptionally capab4e system which

allows near real-time flight-foUowing of individual airlfft

missions worldwide as well as the means to

communicate with that aircraft from MAC

headquarters. Implementation of this system in the

19805 has been one of the most significant events

in the command's history and represents the

immediate benefits of futuristic technologv. The

search for appropriate technology will continue to

ensure a responsive airlift system.

The second major factor that has shaped the

course' of military airlift is the political process. Indeed,

Congress' direction has been felt at every major

organizational change. There also exists the political

maneuvering within the Defense Department and

Headquarters United States Air Force. Military airlift,

although part of the aviation family, has always been

regarded as a stepchild. The reasons for this are

complex. Even though airlift has long been officially

considered one of the primary missions of the service,

airlift, in essence, has been largely viewed as an

auxiliary capability, not contributing directly to the

quest for air superiority or strategic bombardment.

This impression that airlift is closely tied to an

essentially unglamorous logistical effort has reinforced

the stepchild perception. In addition, airlift's ties to

the Army have probably affected the standing the

larger Air Force has given the airlift mission.

Considering the divorce from the Army in 1947 had

been a difficult one, the Air Force has sought to prove

it has a mission and a significance beyond that of

supporting ground operations.

This political environment ensures that the

command's leadership has had difficulty obtaining the

resources and priorities it required. This political

203

process also drove the quest for ever greater control

of airlift assets within the Defense Department.

lieutenant General Tunner, one of the foremost airlift

strategists, argued eloquently throughout his career

for placing all airlift resources under a single major

command. "Airlift, rather than airlift airplanes, must

be allocated to those commands which need it," he

reflected. "To scatter thousands of expensive aircraft,

complete with crews, maintenance, and spare parts

throughout the entire military establishment has

always been an inefficient and expensive waste of

men, equipment, and money." Consolidating all airlift

made sense not only on the basis of efficiency but also

because of the inherent stature and authority a

worldwide organization commands. In many respects,

the Defense Department's regard for the airlfft mission

improved dramatically in the mid-1970s with the

consolidation of tactical airlift resources into the

Military Airlift Command and the command's

designation as a specified command under the Joint

Chiefs of Staff. One of the important challenges for

the future will be to maintain the single manager

concept, for difficulties abound and the stepchild

stigma remains.

Third, from an operational perspective the

command's mission is one of the most significant

because it daily supports the national security

interests of the United States. Unlike virtually all other

Air Force missions, airlift has an important role in both

the peacetime and combat environments. It has been

used in every conceivable scenario across a spectrum

of foreign policy options from sustaining combat

forces overseas; to projecting military power to Korea,

Vietnam, the Caribbean and latin America, the Middle

East, or Southwest Asia; to humanitarian airlift after

disasters; to the movement of diplomats and foreign

affairs advisors such as the shuttle-diplomacy

missions of the early 19705. All have been at the core

of MAC's operations since the command's inception.

General Estes maintained that government

officials began to recognize the importance of airlift

early in the 19605 as a tool for executing the foreign

policy objectives of the United States. He wrote that

"global military airlift has been shown, throughout the

era of the cold war, to be a principal medium of

achieving maximum military flexibility." 8y the time

of the Vietnam Conflict, Estes contended that MAC

had become "the key element in a far-J"anging change

in national policy: to a strategy of multiple options for

flexible, measured response to any situation in the

spectrum of war." He called this linear progress; it

was relatively straightforward, except to the most

myopic and obtuse individuals, that the obvious

advantages of airlift outweighed its limitations. The

Military Airlift Command's unique, varied, and farreaching responsibilities will continue to prove the

importance of airlift into the twenty-first century.
END NOTES

Chapter I

,. FOf more information on these views, see: J. J. Com,

The Winged Gospel: America's Romance with

Av;'tion, 7900-1950 (New yortl:: Oxford University

Press. 19831; T. D. Crouch. A Drum of Wings:

AmericllnSendtheAirplaM, 1875-t905INew York:

W. W. Norton and Co., 19811; T. D. Crouch. TheEtIg/e

AJoh: Two Centuries of the s.Hoon in America

(Washington, DC: Smithsonian Institution Press,

19831; R. E. Bilstein. Flight in Ar'MriCII. 1 1983:

From the Wrights to tM Astrorlaufs (Battimore: Johns

Hopkins University Press, 1984).

2. J. A. Hennessy, The UnitedStatesAnnyAirAnn, April

1861 to April 1917 (Washington, DC: Office of Air

Force History, 1985 ed). pp 28. 33. 54, 129, 167,

189. 170, 173; M. Maurer, ed., The U.S. Air Service

in World Waf /. Vol II (Washington. DC: Office of Air

Force History, 1978), PP 75-87.

3. Credit for building the first military air ambulance in

the United States goes to Captain George H. R.

Gosman. United States Anny Medical Corps, and

Ueutenant Albert l. Rhoades. Coast Artillery Corps.

While assigned to Fort Barrancas. AOOda. the two

offICers buitt an air ambulance. successfully flying the

p{ane in earty 1910. When they approached the War

Department for funds to continue their work, Anny

officials discarded the idea as too fantastic. See: R.

F. Futrell, Development ofAeromedical EVM:Uaoon in

the United Stlltes Air FOI'Ctl, 1909-1960 (Maxwell

AFB, Al: Albert F. Simpson Historical Research

Center. 1961; reprinted edition Scott AFR, IL, 19771.

pp 1, 2.

4. IbkJ,

5. The O/f;c;1I1 P;cto';BI H;story of the AAF (New York:

Duell, Sloan, and Pearce, 1947). p 49,

6. Air Force Pamphlet 190-2-2, Secretary of the Air Force

Office of Information, "A Chronology of American

Aerospace Events from 1903 through 1964." 1

September 1965, p 19.

7, Maurer, The U.S. Air Servk:e;n World Wllr I, Vol II,

pp 33, 334, 335; Maurer, The U.S. Air Servke ;n

World Wllr I, Vol IV, pp 220. 229, 230.

8. J. l. Frisbee, "Valley of the Shadow," in J. L. Frisbee.

ed., VIlJor {Artington, VA: Aerospace Education

Foundation, 19851. p 17;J. J. Hudson, Hostile Skies:

A Combst H;stotyofthe American AM-S6rvK:e;n World

Wllr I (New York: Syracuse University Press, 19681,

pp 266-268.

9. I. D. levine, M;rcheJl: PiontHNofAirPower (New York:

DueJI, Sloan and Pearce, 1943; reprint$CI $Clition Amo

Press. 19721, pp 146-151; Major D. S. White, "The

Evolution of Airdrop Technique from an Aircrew

Perspective," Air Command And Staff College Thesis

(Maxwell AFB, AL: Air University, 19841, p 6.

According to Levine, Mitchell tested the concept of

deploying airborne troops with machine guns after the

war at Kelly and Brooks Fields, Texas.

204

10. M. Maurer, AV;lItion in the U.S. Anny, 1919-1939

(Washington, DC: Office of Air Force History, 1987),

p 367.

11. To understand how bombardment, pursuit, and attack

aviation dominated ~anning in the Anny's air ann,

see: T. H. Greer, The Devtl/opmentofAirDoct';M;n

the Anny Air Arm, 1917-1941 (Washington, DC:

Office of Air Force History, 1985 editionl; and R. F.

Futrell, ldus, Concepts, Doctnne, 2 Vols (Maxwell

AFB, AL: Air University Press, 1989 editionl.

12. Maurer, Av;ation;n the U. S. Army, pp 150-153; D.

H. Bruce, The Evolution ofthe Storll98 System ofthe

Air Techn;cal Serv;ce Commllnd, Part I, 1918-1940

(Air Materiel Command Historical Study No. 262,

19451, pp 125-127; L. E. Walker and S. E. Wickam,

From HuffmBn PrB;,;e To The Moon: The history of

W,;ght-Patterson Air Force BBse (Wright-Patterson

AFR, OH: Office of History 2750th Air Base Wing,

19871, pp 78, 79; Futrell,ldus, Concepts, Doctn"ne,

Vall, pp 51, 61.

13. J. F. Shiner, Foulois lind the U.S. Anny Air Corps,

1931-1935 (Washington, DC: Government Printing

Office, 19831, pp 17-23.

14. C. E. Miller, Airlift Doctrine (Maxwell AFR, Al: Air

University Press, 19881, pp 9-11; Maurer,"Aviation

;n the U.S. Army, pp 239, 240, 242, 244-247, 252,

253; Walker and Wickam, From Huffmsn Prairie To

The Moon, pp 80, 81; Futrell, CMvelopment of

AeromedicBIEVlIcuation;n the UnittKJStetes Ait'"ForctI,

pp 7, 8.

15. Bruce, The Evolution of the Sto~ System ofthe A;r

Technksl Servke Command, p 128; G. Brown,

CMveIopment of Transport AirplsMS lindAir Transport

Equipment (Air Materiel Command Historical Study

No. 277, 19461, pp 47-61.

16. Bruce, The Evolution of th~ Storage System of the Air

Techn;csl Servke Command, p 128.

17. Ibid, pp 128-130; Brown, Development of Trllnsport

Airplanes andAir Transport Equipment, p 50; Maurer,

AV;Btion;n the U.S. Army, p 367.

18. Maurer, Aviation ;n the U.S. Army, pp 367, 368;

Brown, CMvtl/opment of TrBnsporr AirplBMS lind A;r

Transport Equ;pment, pp 50, 51.

19. For detailed information on the ainnail episode, see:

J. F. Shiner, Foulo;s and the U.S. Anny Air Corps,

1931-1935 (Washington, DC: OffK:e of Air Force

History, 19831, pp 12S-149; N. E. Borden, Jr.,AirMM

ErnergtMCy- 1934 (Freeport, ME: Bond Wheelwright

Co., 19681; P. Tillett, Th~ Army Flies the Mails

[Tuscaloose: University of Alabama Press, 1955);

Maurer, Aviation;n the U.S. Army, pp 299-317.

20. Maurer, Av;stionin the U.S. Army, pp 315, 319-322,

368, 369.
21. Ibid, pp 368, 369; Brown, Developmento( Transport

Airplanes andAir Transport Equipment, pp 102, 103;

General Orders Number 3, Headquarters Materiel

Division, 8 June 1937.

22. Letter, Major General H. H. Arnold to Colonel R.

Lincoln, Chief Plans Division, "Cargo Transports, 2

September 1936; letter, Colonel R. Lincoln, Chief

Plans Division, to Chief of the Air Corps, "Cargo

Transports," 14 September 1936."

23. Maurer, Aviation in the U.S. Army, pp 368, 369.

24. Ibid, pp 360, 361, 368; Miller, Airlift Doctrine, pp

16-18.

25. "Soldiers in the Sky," Time, 23 May 1938, pp 10, 11.

26. W. F. Craven and J. L. Cate, eds., The AnnyAirForces

in World War II, Vall (Chicago: University of Chicago

Press, 1948), pp 310-318; Major R. M. Fountain,

"The Air Corps Ferrying Command Before World War

II," Air Command and Staff College Thesis (Maxwell

AFB, AL: Air University, 1985), pp 1-4; memo,

Adjutant General, War Department to Commanding

Generals, et ai, "Constitution of the Air Corps Ferrying

Command," 5 June 1941; Administrative History o(

the Ferrying Command, 29 May 1941-30 June 1942

(Army Air Forces Historical Study No. 33, 19451, pp

1-13. For an account of the civilian ferrying program,

see: V. E. Smith, "North Atlantic Ferry," Aviation,

(May 1941): Vol 40, p 31; J. Davis, "ATFERO: The

Atlantic Ferry Organization," Journal o(Contemporsry

History, (1985): Vol 20, pp 71-97.

27. E. R. Stettinius, Jr., Lend-Lease: Weapon for Victory

(New York: Doubleday, 19441. PP 91-94;

Administrative History of the Ferrying Command, pp

27·29,31.

28. Administrative History of the Ferrying Command, pp

59, 60; Craven and Cate, The Army Air Forces in

World Wer II, Vol I, P 328; General Order 3, Office

of the Chief of the Air Corps, "Corrected Order

Reorganizing ACFC:' 30 December 1941.

29. Miller, Airlift Doctrine, PP 29, 30.

30. For a discussion of this, see: T. H. Vail Motter, The

Persian Corridor and Aid to Russia (Washington, DC:

US Army Center for Military History, 1952).

31. Craven and Cate, The Army Air Forces in World War

II, Vol I, PP 317, 318; R. D. Hinds, The Development

of Strategic Airlift for the Armed Forces o(the United

States, 1941-1965 (Scott AFB, IL: Office of MAC

History, July 1968), P 1.

32. History o(the South Atlantic Division, May-November

1942 (Air Transport Command), pp 56-63; History of

the Air Transport Command: Ferrying Command

Operations, December 7, 1941-June 30, 1942

(Washington, DC: ATC Office of the Assistant Chief

of Staff, Historical Division, 19461, pp 78-87. During

World War II the United States established 29 air

bases in Brazil, many of them to support the air

transport network. See: T. L. Kraus, "The

Establishment of United States Army Air Corps Bases

in Brazil, 1938-1945:' Ph.D. Diss., University of

205

Maryland, 1986; B. E. Weathers, Acquisition ofAAF

Bases in Latin America, June 193O-June 1943

(Maxwell AFB, AL: USAF Historical Division, 1960).

33. History of the Air Transport Command: Ferrying

Command Operations, December 7, 1941-June 30,

1942, pp 91-104.

34. History o( the Air Transport Command: Ferrying

Command Operations, December 7, 1941-June 30,

1942, pp 78-82.

35. The assignment of the technical services to the Air

Transport Command is discussed in Chapter 3.

36. New York Times, 19 August 1941, p 4; Craven and

Cate, The Army Air Forces in World War II, Vall, pp

322-324. Also see: R. Daley, An American Saga: Juan

Trippe and His Pan Am Empire (New York: Random

House, 19801.

37. History of the Air Transport Command: Ferrying

Command Operations, 7 December 1941-30 June

1942, pp 183, 187·191, 208, 209; Miller, Airlift

Doctrine, p 31.

38. Hinds, The Development of Strategic Airlift, p 3.

39. Craven and Cate, The Army Air Forces in World War

II, Vol I, pp 114, 115; C. A. Ravenstein, The

Organization and Lineage of the United States Air

Force (Washington, DC: Office of Air Force H~story,

1986), P 7.

40. From 31 March 1942 until its redesignation on 20

June 1942 as the Air Transport Command, the Air

Corps Ferrying Command was commonly known as

the Ferrying Command to include such variants as the

Ferry Command, Anny Air Forces Ferrying Command,

and the Air Force Ferrying Command. The confusion

over the name change is confirmed by the official

correspondence of the period in question.

41. Organization of the ArmyArm, 1935-1943, (Anny Air

Forces Historical Studies: No. 10, 1944) p 79;

Administrative History of the Ferrying Command, pp

86, 122, 123; Army Air Forces Regulation Number

20-4, Headquarters Army Air Forces, "Organization

of the Air Service Command," 17 October 1941.

42. Memorandum, Lieutenant General H. H. Arnold,

Commander Army Air Forces, to Colonel H. George,

Commander Air Corps Ferrying Command,

"Reorganization of Air Service Command and Ferry

Command," 24 March 1942.

43. Air Force Manual 2-21, "Strategic Airlift:' 13 July

1972.

44. Air Force Manual 2-4, "Tactical Air Force Operations:

Tactical Airlift," 10 August 1966.

45. Administrative History of the Ferrying Command, PP

103,104.

46. Memorandum, L. W. Pogue, Chairman Civil

Aeronautics Board, to General H. H. Arnold,

Commander Army Air Forces, "Memorandum

Concerning War Aviation Transport Services:' 15

June 1942.
47. Memorandum, lieutenant General H. H. Arnold,

Commander Army Air Forces. to Major General M. F.

Harmon, Army Air Forces Chief of Staff, "Transport

Functions of the Air Service Command and the

Ferrying Command:' 12 June 1942.

48. General Orders Number 8, Headquarters Army Air

Forces, 20 June 1942.

49. Administrative History of the Ferrying Command, pp

108·11 1; Craven and Cate, The Army Air Forces in

World War/I, Vol 1, pp 361, 362; Hinds, Development

of Strategic Airlih, pp 2, 3.

50. Hinds, Development of Strategic Airlift, p 4.

51. Administrative History of the Ferrying Command, p

115.

Chapter II

1. Between June and July 194~, the command's

headquarters moved from Washington, DC, where it

had been located since October 1941 in Temporary

War Department Building H, to Army Air Forces Annex

1 at Gravelly Point, Virginia, adjacent to the

Washington National Airport. Prior to October 1941,

and since its inception, the command's headquarters

was in th!t Munitions Building, which was near

Building H and is presently the mall area of

Washington, DC. See: Administrative History of the

Ferrying Command, 29 May 1941·30June 1942, pp

15, 54, 55; Administrative History of the Air Transport

Command, June 1942·March 1943 (Washington. DC:

ATC Intelligence and Security Division, Historical

Branch, 19451, p 32.

2. Statistical History of the Air Transport Command, 29

May 1941·31 May 1948 (Washington, DC: ATC

Analysis Division, Office of Statistical Control, circa

19481, pp 20, 22, 83.

3. Administrative History of the Air Transport Command,

June 1942-March 1943, p 1.

4. General Orders Number B, Headquarters Army Air

Forces, 20 June 1942.

5. With German submarine activities continuing to take

a toll on surface-borne shipments, ATC's air transports

were tasked in 1942 to carry war-essential raw

materials on their return trips to ensure the United

States maintained sufficient reserves. For example,

ATC transported mica from India, South America, and

South Africa; quartz crystals from South America;

tantalite from Brazil and the Belgian Congo; industrial

diamonds from South Africa; beryl ore and rubber from

Brazil; rotenone-bearing roots and powder from South

America; mercury, tungsten, tin, silk, and hog bristles

from China; balsa wood from Central America:

platinum from the Persian Gulf. See: Administrative

History of the Air Transport Command, June

1942-March 1943, pp 150-156; American Air

Transport, (Washington, DC: Office of War

Information, 19431, pp 2, 3.

206

6. Administrative History of the Ferrying Command, 29

May 1941·30 June 1942, pp 104, 105;

Administrative History of the Air Transport Command,

June 1942-March 1943, pp 3, 7, 37, 150·156;

American Air Transport, pp 2, 3; memo to

Commanding General ATC from Brigadier General T.

J. Hanley, Jr., Assistant Chief of the Air Staff for A-4,

AAF, "Evacuation of Casualties by Air," 28 August

1942; Statistical History of the Air Transport

Command, 29 May-31 May 1948, p 28.

7. Administrative History of the Air Transport Command,

June 1942·March 1943, pp 3, 4, 7-9, 94-96; letter,

Colonel C. R. Smith, ATC Executiva, to commanding

officers. "Plan of Organization and Operation for

Foreign Deliveries of Aircraft:' 1 July 1942; letter,

Brigadier General H. l. George, ATC Commander,

"Organization," 27 July 1942.

a. Ibid, pp 18, 28,121,122,202,203; Administrative

History of the Air Transport Command, March

1943..July 1944 (Washington, DC: ATC Intelligence

and Security Division, Historical Branch, 19461, pp 2,

120-123, 143. The thirteen carriers were: All

American, American Airlines, Braniff, Chicago &

Southern, Colonial, Continental, Delta, Inland, MidContinent, National, Pennsylvania-Central,

Southwest, and United Airlines.

9. Administrative History of the Air Transport Command,

June , 942-March , 943, pp 51-66, 201;

Administmtive History of the Air Transport Command,

March 1943..July '944, pp 61-72, aO-90, 217;

General Orders Number 32, Headquarters Air

Transport Command, 17 July 1944; memo from Major

General H. A. Craig, Chief Theater Group, to the

Commanding General Army Air Forces, "Orderly

Reduction of the Air Transport Command," 28 August

1945. The divisions in 1945 were: European, North

African, India-China, Pacific, Alaskan, North Atlantic,

Caribbean, South Atlantic, and Ferrying with the

Central African Division having been inactivated.

1O. Statistical History ofthe Air Transport Command, 29

May·3' May 1948, pp 2. 4, 6. Although civilians

worked for the command since its inception in 1941,

command strength figures generally reported only

officer and enlisted assignments in the early years

because civilian figures were kept by the War

Department until 1944.

11. Craven and Cate, The Army Air Forces in World War

fI, Vol VII, pp 29-45; History of the Air Transport

Command: Ferrying Command OperBtions, December

7, '941..June 30, '942, pp 36, 37, 45; History of

theAir Transport Command, March '943..July 1944,

pp 98·107.

12. Administrative History of the Ferrying Command, 29

May 1941·30 June 1942, pp 90-92; History of the

Air Transport Command: Ferrying Command

Operations, December 7, 1941..June 30, 1942, pp

200-202; Administrative History of the Air Transport

Command, June 1942·March 1943, p 34, 107;

Administrative History of the Air Transport Command,

March 1943..July '944, pp 18-20.

13. See the aircraft appendi)( for statistical information on

the numbers and types of aircraft operated by the

command over its history.
14. C. V. Glines and W. F. Moseley, TheLBgBndBryDC-3

(New Yon:: Van Nostrand Reinhold, 1979); A. Pearcy,

DC-3 (New York: Ballantine Books, 1975); F. G.

Swanbofough, United StBtes MilitBry AircrtJft Since

1909 (New York: Putnam, 1963), pp 221-227;

History of the Air Tmnsporr CommBnd: Ferrying

CommBnd Opemtions, December 7. 1941-June 30.

1942, P 188; StBtistul History of the Air Tmnsport

CommBnd, 29 MBy 1941-30 June 1948, pp 2, 69.

15. Ctaven and Cate, The Army Air Forees in World WBr

II, Vol VII, pp 24, 25; Swanborough, United Stlltes

Militllry AircrBft Since 1909, pp 193-195; Amsnc8n

Air TrtJnsport, pp 22, 23, 28; St8tiStie81 History of the

Air TrBnsport CommBnd. 29 MBY 1941-30 June

1948. p 69.

16. Craven and Cate, The Army Air Forces in World W.r

II, V~ VII, pp 27, 28; Swanborough, United St8tes

MilitBry Airemft Since 1909, pp 242-46; St8tistieBI

History of the Air Tmnsporr CommBnd, 29 MBY

1941-31 MIlY 1948, P 69.

17. Craven and Cate, The Army Air Forces in World WBr

II, Vol VII, pp 28, 29; Swanbofough, United Stlltes

Milit8ry Airemft Since 1909, pp 132-142; Amer1c8n

Air TrtJnsport, pp 26, 27; Stlltistie81 History ofthe Air

Tr8nsportCommllnd, 29MIJY 1941-31 MIJY 1948, p

69.

18. StlltisticlIlHistory ofthe Air Transport Command, 29

MIJY 1941-31 MIJY 1948, pp 2, 9; Headquarters Air

Transport Command, Statistical Control Division,

"Inventory of Assigned Aircraft," 15 March 1945.

19. Administmtive History of the Ferrying Comm8nd, 29

M8Y 1941-30 June 1942, pp 73, 78-86;

AdministnJtiwJ History ofthe Ai TrtJnSpOrt CommIInd,

Mllreh 1943-July 1944, pp 107-109, 12().123,

205-214. While the command was charged with

controlling the execution of all air transport contracts,

the contracts were negotiated through the Materiel

Division. Moreovef, Headquarters Army Air Forces had

also created an office (Military Director of Civil

Aviation) to coordinate the War Department's relations

with the civil aviation industry and its liaison with other

government agencies charged with civil aviation

matters. Additionally, contractors complained that

unauthorized persoMel frequently issued instructions

that required a directive from one of the command's

four contracting officers. Contractors could also

address requests or complaints to either the Air

Transport Command commander, division

commanders, or the Materiel Division contracting

officer, which confused matters considerably.

20. Headquarters Military Air Transport Service,

"Statistical Abstracts," March 1949.

21. Major General W. H. Tunner, "Air Uft to China: A Saga

of Aerial Blockade Running," Logistics, July 1947, pp

23-25; Headquarters Air Transport Command, "Air

Transport and its India China Division:' cireB 1945;

Air Transport Command Plans Division, "Report on

Air Cargo Capacity from India into China during

1942," 8 January 1943; Craven and Cate, TheArmy

Air Forces in World WBrll, V~ VII, pp 116, 117;

51BtistieBI Historyofthe Air Tmnsport CommBnd, 29

207

MBy 1941-31 MBY 1948, pp 29, 100. 103, 112; Air

Transport Command India China Division, "ICD of

ATC-tts Hump Record:' December 1945.

22. Craven and Cate, The Army Air Forces in World WBr

II, Vol VII, pp 116, 117, 123; Anna Chennautt,

Chen""ult and the Hying Tigers {New York: P. S.

Eriksson, Inc., 19631, pp 199-201; C. F. Romanus and

R. Sunderland, ChiM-BurmB-lndiIJ ThHter: Stilwell's

Mission to ChinB (Washington, DC: Office of Chief of

Military History, 1953), pp 61-70, 165; R. E.

Sherwood, Roosevelt lind Hopkins: An IntimBte

History (New York: Hllrper Brothers, 19481, pp

458-460.

23. These tactics and the Burma campaign have been

described in Romanus and Sundertand, Stil~"s

Mission to Chi"", pp 81-148; J. W. Slim, DefHt into

Victory (London: Cassell, 19561; F. Eklridge, Wrath

in BurmB (New York: Doubleday and Co., 1946); F.

Owen, The CBmptlign in BurmB, (London: His

Majesty's Stationery Office, 19461; G. S. Seagrave,

BurmB Surgeon (New York: W. W. Norton and Co.,

19431.

24. H. H. Arnold, Globlll Mission (New York: Harper and

Brothers, 19491, pp 279, 282, 302; R. M. Clevefand,

Air TrtJnsport at Wllr (New Yor1c.: Harper and 8rothers,

19461, pp 211-213; AdministrtJtive History of the Air

TrBnsport Commllnd, June 1942-Mllreh 1943, pp

52-54.

25. Headquarters Air Transport Command, "Air Transport

and its India China Division," cireB 1945; ATC Plans

Division, "Report on Air Cargo Capacity from India into

China during 1942," 8 January 1943; LaFarge, The

EItflM in the Egg, pp 87, 88.

26. W. Willauer, Seaetary, China Defense Suppltes, Inc.,

to ~onel H. R. Harris, ATC, 23 September 1942; C.

L. Chennautt, WBY ofBFighter: The Memoirs ofCJairB

LN Chtm""ult (New York: G. P. Putnam, 19491, pp

203, 204; Craven and Cate, The Army Air Forces in

World War II, Vol VII, pp 119-121.

27. Captain L. Peyton. "Report lind Survey of the IndiaChina Air Transport Operation," 9 October 1942;

Colonel C. R. Smith, ATC, to Commllnding General,

AAF, "India-China Ferry Operations:' 13 October

1942; LaFarge, EitgM in the Egg, pp 89, 90;

AdministnJtiwJ History ofthtt Ai Tnmsport CanrnBnd,

June 1942-Mllreh 1943, pp 52-54.

28. Administmtive History of the Ferrying CommBnd, 29

MBY 1941-30 June 1942, p 15; AdministrBtive

History of the Air TrBnsport CommBnd, June

1942-MBrch 1943. p 54; General Orders Number 1,

Headquarters India-China Wing, 1 December 1942.

29. Cleveland, Air Transport lit WBr, pp 229-231;

LaFarge, Ellgla in the Egg, pp 109, 110; H. L. "Duffy"

Buller, "The C-46 and C-47 in C81 Operations:'

Aeros{Jllce HistonBn, Summer 1975, pp 80-83.

30. Arnold, Globill Mission, PP 410-412; LaFarge, EBgle

in the Egg, PP 109, 110.

31. McMahon, "Over the Hump:' p 95.
32. Colonel C. V. Glines and Lieutenant Colonel W. F.

Moseley, "A Goony Gets a Zero:' in Major J. F.

Sunderman, ed., World War II in the Air: The PBcific

(New Yorit: Franklin Watts, Inc., 19621, pp 182-184.

33. W. H. Tunner, Over the Hump (New Yorit: Duell,

Sloan, and Pearce, 19641, pp 79, 80.

34. Romanus and Sunderland, St~H's Mission to Chinll,

pp 320-341; Chennault, Way of II Fighter, pp

217-222,225,226; W. J. Koening, Over the Hump:

Airlih to Chinll (New Yolie:: Ballantine Books, 19721,

pp 93-97; American Airlines, "Project 7-A, Aug. 1 to

Dec. 1, 1943," n.d.; Air Transport Command Plans,

"ATC Twetve Month Operations Forecast, India-ehina

Wing, April 1943 thru March 1944:' n.d.

35. Romanus and Sunderland, Stilwell's mission to China,

pp 341-347; Cc»onel R. W. Ireland, Assistant Chief

of Staff, Priorities and Traffic, Air Transport

Command, to All Wing Commanders, "Route

Descriptions:' 23 September 1944; Captain J. F.

Philipp, India-China Wing, to R. W. Fausel, "landing

Fields for C-46 Operations," 19 March 1943;

Intelltgence Division, Air Transport Command, "Route

Information on Ftelds, India-China Route," 3 February

1943; Colonel E. H. Alexander, Commander lneliaChina Wing, "Extract from Report of CcNonel E. H.

Alexander, C.O., India-China Wing, Dated Jan. 4,

1943, to Chief of Staff, ATC:' 4 February 1943;

Colonel E. H. Alexaneler, Commander lnelia-China

Wing, "India China Wing, Air Transport Commanel,

Monthly Report for June, 1943," 19 July 1943;

lieutenant Colonel F. C. Morgan, Chief Intelltgence

Security Division, ATC, to Chief, Overseas Technical

Unit, ATC, "Information on Certain ATC Routes and

8ases:' 2 October 1944: Colonel E. H. Alexander,

Commander India-China Wing, to Commander, ATC,

"Informational Report on the India-China Wing:' 4

July 1943.

36. Major General H, l. George to Army Air Forces

Commander, "Expanded Operations of the India-China

Wing, Air Transport Command," 19 April 1943; Major

D. E. Betts, Executive Officer, Personnel,lndia-China

Wing, to Assistant Chief Air Staff, "Request for Unit

for India China Wing, ATC," 12 June 1943; D. Moser,

China-Burma·lndia (New York: Time·Ufe Books,

19781, p 82; Staff Sergeant l. S. Gray, Diary, 16 and

18 September 1943.

37. E. Sevareid, Not So Wild a Dream, (New York: Alfred

A. Knopf, 19461, as described in Moser, ChinB-ButmBIndia, p 80.

38. Gray, Diary, 19, 21, and 23 September 1943.

39. Gray, Diary, 11 October 1943.

40. Arnold, GIo~1 Mission, pp 433, 434.

41. Aircrews could easily have come to this conclusion

based upon the diverse nature of the cargo carried,

for instance: gasoline, lubricants, tires, ammunition,

mines, mortars, howitzers, machine guns, bombs,

rockets, bulkiozers, steam rollers, graders, fire trucks,

ten-wheeled trucks, jeeps, generators, refrigerators,

bicycles, ambulances, radio stations, telephones,

medicine, clothing, soap, movies, tents, horses,

208

mules, gold, POWs, wounded, and combat troops.

See: Heedquarters India China Divison, "ICD of ATC

Its Hump Record:' December 1945, pp 6, 8.

42. Tunner, Over the Hump, pp 88-90; Moser, ChinllBurma·lndia, p 84.

43. History of the Indi.-Chinll Wing, Air Transport

Com~nd; JUflBoDecember 1943, (Andrews Field,

DC: Office of ATC History, 1944), pp 76-89; War

Department, Public Relations, "Inelia-China Wing,

ATC, Receives Prestdential Citation:' 29 January

1944; Major General H. l. George. Commander, ATC,

to Btigadier General E. S. Haag, Commander, IndiaChina Wing, 5 February 1944; General H. H. Arnold,

Commander, AAF, to President F. D. Roosevelt, 5

January 1944; President F. D. Roosevelt to General

H. H. Arnold, Commander, AAF, 6 January 1944;

Brigadier General C. R. Smith, Deputy Chief of Staff,

ATC, to ATC Headquarters Division, "Results of

Increased 'Hump' Tonnage:' 18 February 1944.

44. Brigadier General C. R. Smith, Deputy Commander,

ATC, to Major General H. L. George, Commaneler,

ATC, 1 and 5 December 1943; History ofIndia-China

Wing, JufHt-Decllmber 1943, pp 175, 176.

45. Headquarters India China Division, "ICO of ATC Its

Hump Record," December 1945, p 9. For more

information on search and rescue operations, see: J.

L Vandegrift, ed., A Historyofthe Ai"ReSCUII Service,

(Winter Park, FL: Rollins Press, 19591.

46. First Lieutenent J. G. Nesbitt, India-China Wing,

"Weekly Intelligence Summary:' 7 August, 14

August, and 21 August 1943; Major J. M. Gregory,

India-China Wing, "Weekly Informational Report," 13

August 1943; C. Knight, lifeline in the Sky: The Story

of the U.S. Military Air Transport Service (New York:

William Morrow and Co., 19571, pp 31·38; Craven

and Cate, Thll Army Air Forells in World War II, Vol

VII, pp 132, 133.

47. Tunner, Over the Hump, pp 51, 52; Craven and Cate,

The ArmyAirForclls in World W.rll, Vol VII, pp 133,

134.

48. Headquarters India China Division, "ICD of ATC·lts

Hump Record:' December 1945, p i.

49. Attachment 3 to C. W. Dickens, ·Chief, Office of MAC

History, to Major General J. I. Baginski, "Air Transport

end its India China Division:' September 1981.

SO. Tunner, Over the Hump, pp 67-69; Craven and Cate,

The ArmyAir Forces in World War II, Vol VII, pp 142,

143; Headquarters India China Division, "'CD of ATCIts Hump Record:' December 1945, p i.

51. Tunner, Over the Hump, pp 93-95.

52. History of the Indie-Chinll Division, Air Transport

Command, 1945 (Andrews Fl8ld, DC: Office of ATC

History, 19461. pp 100-114.

53. Koening, Over the Hump, pp 151-158.

54. Air Opertttions in Chinll, ButmB, India, World W.r II

(Washington, DC: United States Strategic Bombing

~rvey, 19471, p 101.
55. The best works on this subject are R. C. Lukas, Eagles

East (Tallahassee: Florida State University Press,

1970), and Motter, The Persian Corridor and Aid to

Russia.

56. Lukas, Eagles East, pp 88, 89, 96.

57. Cited in T. A. Julian, "Operation Frantic and the

Search for American-Soviet Military Collaboration,

1941-1944," p 214, Ph.D. Diss., Syracuse

Univarsity, 1967. Stalin was Undeniably vague,

however, and neither Harriman nor the American

military advisor to Moscow, Brigadier General John

R. Deane, was ever able to get a detailed commitment

from him.

58. Lukas, Etlgles East, p 195; J. R. Deane, The Strange

Alliance (New York: The Viking Press, 19471, p 109.

59. Deane, Strange Allitmce, p 114.

60. This was the eleventh major movement of aircraft or

equipment by the Air Transport Command's North

African Wing, hence the name. The previous missions

supported the invasion of ttaty and operations in Africa

and India. The only Soviet-authorized Air Transport

Command air route for men and supplies into the

Soviet Union to support FRANTIC went from Qaleh

Morgeh, the Russian-eontrolled airport at Teheran,

Iran, to Poltava, then to Mirogorod and Piryatin.

61. History of Air Transport Commsnd in Tehran, Irtln,

From May '942 to August '944.

62. J. Parton, Air Force Spoken Here: Generallrtl Etlker

tlnd the Commllnd of the Air INew Yolie: Adler and

Adler, 1987), p 398.

63. Message, Harriman personal to Roosevelt, 2 June

'944, quoted in Julian, "Operation Frantic," p 207.

64. Deane, Strtlnge Alliance, p 121.

65. Ibid, pp 207, 208.

66. Ibid, P 297.

67. Parton, Air Force Spoken Here, p 411.

68. Motter, Persian Corridor and Aid to Russitl, p 260.

69. For more information on airborne operations in World

War II, see: K. Gabel, The Making of a Paratrooper:

Airborne Trtlining lind Combat in World Wtlr II

(Lawrence: University Press of Kansas, 1990); G. M.

Devlin, Paratrooperl The Sag8 of U.S. Army and

Marine Partlchute tlnd Glider Combat Troops During

World War II (New York: St. Martin's Press, 1979);

C. Blair, Ridgway'S Paratroopers: The Amttrictln

Airborne in World W.,.II {New York: Dial Press, 19851.

70. General Orders Number 1, Headquarters Wright Field,

"Activation of Hq. & Hq. Sq., 50th Transport Wing,

Air Corps:' 14 January 1941; D. H. Bruce, The

Evolution of the Storage System of the Air Technical

Service Commsnd, Part II, '94'-1945 (Air Materiel

Command Historical Study No. 263, 1946), pp 316,

317, 319, 320; Miller, Airlih Docmne, pp 79, 80.

209

71. Having two distinct commands with the same name

would have caused a great deal of confusion.

Fortunately, the first Air Transport Command was

quickly redesignated the I Troop Carrier Command

before the name had time to stick, leaving the Ferrying

Command to assume that designation in June 1942.

72. J. N. McVay, "The Troop Carrier Command," Mi/;rary

Review, May 1945, pp 12-15; General Orders Number

8, Headquarters Army Air Forces, 20 June 1940;

C01oneI R. Nama, Adjutant General Headquarters FI8kI

Services, Air Service Command, to commanding

officers at all Air Service Area Commands and all Air

Depots, "50th Transport Wing," 5 May 1942.

73. Major D. S. White, "The Evolution of Airdrop

Technique from an Aircrew Perspective:' Air

Command and Staff CoIktge Thesis (Maxwell AFB, Al:

Air University, 19841, p 14.

74. J. C. Warren. Airborne Operetions in the

Mediterrsnesn, '942-'945 (Maxwell AFB, AL: USAF

Historical Division, 19551; J. C. Warren. Airborne

Operations in World Wtlr II, Europetln Thester

(Maxwell AFB, AL: USAF Historical Division. 19561;

Miller, Airlih Doctrine, PP 79-154.

75. White, "The Evolution of Airdrop Technique from an

Aircrew Perspective:' pp 12-16; J. M. Gavin,

Airborne Wtlrttl", (New York: Infantry Journal Press,

1947).

76. For further information on the invasion, see: J.

Keegan, Six Armies in Normandy: From D-Dsy to the

Liberation ofParis, June 6th-August 25th, '944 lNew

York: Viking Press, 19821_ Keegan's description of the

101st Airborne Division's activities (pp 69-1141 is

particularly compelling.

77. The MARKET-GARDEN operation has been discussed

in detail in C. B. MacDonald, "The Decision to launch

Operation MARKET·GARDEN (19441:' in K. R.

Greenfield, ed., Commend Decisions (New York:

Harcourt Brace, 19591, pp 329-341; A. FarrarHockley, Airborne Carpet: Operation Market-Garden

(New York: Ballantine Books, 1969); A. McKee, The

Race for the Rhine BridgBs: 1940-1944-'945 (New

York: Stein and Day, 1971); C. Ryan, A Bn"dge Too

Far (New York: Popular Library, 1974).

78. Craven and Cate, The Army Air Forces in World War

II, Vol III, pp 187, 188.

79. Miller, Airlih Doctrine. p 100; S. L. A. Marshall, Night

Drop: The American Airborne Invtlsian of Normandy

(Boston: Uttle, Brown, 1962).

80. Keegan, Six Armies in Normandy, pp 81, 82.

81. Craven and Cate, The Army Air Forces in World War

II, Vol III. pp 187, 188.

82. Keegan, Six Armies in Normandy, p 83; M. Wolfe,

GrBfIn Lightl Men of the B'st Troop Carrier Squadron

Tell Their Story !Philadelphia: University of

Pennsylvania Press, 19891, pp 78-110; Millet', Airlih

Doctrina, p 100.

83. Craven and Cate, The Army Air Forces in World War

II, Vol III, pp 188, 189.
84. On glider operations, see: G. M. Devlin, Silent Wings:

The Saga of U.S. Army and Marine Combat Glider

Pilots during World War II (New York: St. Martin's

Press, 1985).

85. Miller, Airlift Doctrine, pp 100-102.

86. J. Cornett, "Airborne Invasion-Normandy," Military

Review, November 1944, pp 21-24; Miller, Airlift

Doctrine, pp 102, 103.

87. McKee, Race for the Rhine Bridges, pp 114·118.

88. Blair, Ridgway's Paratroopers, pp 318-325.

89. Warren, Airborne Operations in World War II, pp

88-90.

90. Wolfe, Green Lightl, pp 313-315.

91. Craven and Cate, The Army Air Forces in World War

II, Vol III, pp 498, 499; M. Maurer, ed., Air Force

Combst Units of World War II (Washington, DC:

Government Printing Office, 19831, pp 361, 362.

92. Craven and Cate, The Army Air Forces in World War

II, Vol III, pp 498-502.

93. Ibid, Vol III, pp 494-98; M. Maurer, ed., Combat

Squadrons ofthe AirForce: World War II (Washington,

DC: Government Printing Office, 19691, pp 517, 518.

94. Craven and Cate, The Army Air Forces in World War

II, Vol III, pp 518-524.

95. I. Padden, The Fighting Elite: U.S. Air Commando

(New York.: Bantam Books, 19851; "Lineage History

of the 1st Special Operations Wing," circa 1973.

96. Major General R. M. Webster, Commander, MATS, to

National War College Class, "Planning War Use of Air

Transportation:' 10 February 1947.

Chapta, III

1. Statistical History of the Air Transport Command, 29

May 1941-31 May 1948, p 29. These statistics do

not include ferrying activities. ATC transports made

approximately 39,000 Atlantic and 13,000 Pacific

crossings between July 1942 and August 1945.

2. On this issue, see: G. Herken, The Winning Weapon:

The Atomic Bomb and thfJ Cold War, 1945·1950

(Princeton, NJ: Princeton University Press, 1981); H.

A. Borowski, A Hollow Threat: Str8tegicAirPower and

Containment Before KOreB (Westport, CT: Greenwood

Press, 1982).

3. Hinds, The Development of Strategic Airlift for the

Armed Forces of the United States, 1941·1965, pp

5, 6; Statisticel Historyofthe Air Trsnsport Command,

29 May 1941-31 May 1948, p 15; Craven and Cate,

The Army Air Forces in World War II, Vol VII, p 219.

In addition, ATC returned more than 18,000 personnel

and 1,310aircraft from the Pacific under the "Sunset

Project."

210

4. History of Air Transport Command, 1 October

1945-31 December 1946 (Washington, DC:

Intelligence Division, Historical Branch, 1950), p 108;

Hinds, Development of Strategic Airlift, p 5.

5. See note above; paper, "Military Air Transport

Service," prepared for The Army Almanac, 4 August

1948.

6. History of Air Transport Command, 1 October

1945-31 DecembBr 1946, pp 46, 47. The State

Department received 100 of the surplus C-54s to use

as bargaining chips with foreign governments when

seeking landing rights. With the. United States

controlling material and strategic airfields and ATC

operating worldwide, perceptions existed that the

military-ATC-was "fronting" for an American air

transport monopoly. By parceling out these planes, in

conjunction with reduced ATC operations, especially

pullouts from foreign airfields, the State Department

hoped to ease suspicions. The rest of the C-54s were

made available to United States civil air carriers.

7. Craven and Cata, The Army Air Forces in World War

II, Vol VII, p 569.

8. Ibid, p 575; History of Air Transport Command, 1

October 1945-31 December 1946, pp 14, 15, 28, 81.

9. Army Air Forces Regulation 20-1, 15 September

1945, as cited in History ofAir Transport Command,

1 October 1945·31 December 1946, p 1.

10. Craven and Cate, The Army Air Forces in World War

II, Vol VII, pp 573-575; C. A. Ravenstein, The

Organization and Lineage of the United States Air

Force (Washington, DC: Office of Air Force History,

19861, p 16.

11. F. O. DuPre, U.S. Air Force Biographical Dictionary

(New York: Franklin Watts, Inc., 19651, p 216.

12. letter, ATC Commander to lieutenant General Harold

l. George, (Future Organization of ATC), 26

November 1945, in History of Air Transport

Command, 1 OctobBr 1945-31 December 1946, Vol

II, Suppporting Document 3. General Smith also gave

a lecture on air transportation and air power to the Air

War College on 23 January 1947, following his return

to American Airlines. In it he claimed that the Allies

were employing approximately 10,000 transport

aircraft at the end of the war. He suggested that the

United States should have half that number of aircraft

as an "air P9wer reserve" in peacetime-5oo to be

provided by the military and the remaining 4,500 to

be operated by the civil airlines. General Smith said

the Army still needed to decide whether the

centralized air transportation organization would also

be given responsibility for air distribution within

overseas theaters. Based on experience, Smith

suggested as "an appealing form of organization" that

a central organization operate the "main lines"

between the United States and the theaters, with the

theater commander operating his own internal air

distribution system. He did note, however, that it was

difficult during combat to operate internal air

distribution systems and conduct airborne operations

at the same time, see: C. R. Smith, Transcript of

lecture to Air War College, 23 January 1947, p 9.
13. Ibid.

14. letter. General H. H. AmokI to General C. A. Spaatz.

(Air Transport Responsibilities), 6 December 1945. as

quoted in historical study. ConsoIidIItion ofMilitaty Air

TrtJnsport SBrviCf/s, by MATS Historical Branch. 26

October 1951.

15. Ibid.

16. Ibid.

17. Ibid.

18. Ibid.

19. Ibid. General George apparently believed thet ATC

should not be in charge of such bases, but rather

thought of his command as "a railroad running

through other people's activities." While he was

specifICally addressing Pacific bese support, he stated

that "responsibility for housing, messing, etc.,

shouldn't be ATC's any more than it is TWA's." See:

History of Air Tmnsport Comtnllnd, 1 October

1945·31 December 1946, p 123.

20. Ibid.

21. A. M. Merkus. et aI. Air WfJ8MerService: Our Herit8f/fJ,

1937-1987 (Scott AFB. Il: Office of AWS History.

19871. p 5; L G. Miller. et III. Air Force

CommunicBtions C~Chronology, 1938-1988

(Scott AFB. It: OffICe of AFCC History, 1989J, pp 12.

14; T.S. Snyder, etlJl, The Air Fon:e CommunicBtions

Commllnd: Providing the Reins of Commllnd,

1938-1981, An Illustrated History (Scott AFB. Il:

Offtee of AFCC History. 19811, pp 5-12.

22. Craven and Cate, The History of the AnnyAir Forces,

Vol VI, pp 34. 36. and Vol VII, P 319.

23. Ibid. Vol I. P 42.

24. On this orgenization. see: C. C. Bates and J. F. Fuller.

America's Wellther Wllrriors, 1814-1985 (College

Stetion: Texes A&M University Press. 19B6).

25. Creven end Cete, The Army Air Force in World War

II, Vol VI. pp 69. 70. end Vol VII, pp 319. 346;

Markus, et tJI, Air Weather ServiCft: Our Heritage. pp

8. 11: Snyder, The Air Force Communications

Comrrlllnd. p 42.

26. Craven and Cate, The Army Air Forces in World W"r

II. Vol VII. pp 319, 320.

27. E. H. nlford, Jr.• Search and Rescue in Southellst

Asia, 1961-1975 (Washington. DC: Office of Air

Force History. 19801, pp .7-9. For more information

on the what beceme the Air Aescue Service, see: J.

l. Vand6fgrift. Jr.• A History ofthe Air Rescue Service

(Winter Park. Fl: Office of AAS History. 1959); AirSea RfJscue, 1941-1952 (Maxwell AFB. Al: USAF

Historical Division. 19541; D.O. Uttle. AerospM:e

RescufJ and Recovery ServiCft, 1946·1981: An

IHustrated Chronology (Scott AFB. Il: Office of MAC

History, 19831.

211

28. letter, Deputy Assistant Chief of Air Staff for

Operations to ATC Commander. "OrganizationArmy Air Forces," 1 February 1946. in History ofAir

Tmnsport Command, 1 OctobaT 1945-31 DectHnber

1946, Volume II. Supporting Document 12. Other

primary members of the committee were Colonels G.

Blake. D. N. Yates, W. S. Ford. and J. E. Briggs.

29. War Department Orders. AG 322, "Redesignation and

Assignment of the Army Air Forces Weather Service

and the Army Airways Communications System;

Establishment of Certain Army Air Forces Activities,"

13 March 1946.

30. History of Air Trllnsport Command, October

1945-December 1946. p 40.

31. Ibid, p 37.

32. Ibid, pp 39. 40.

33. Ibid, P 37.

34. War Dept Circular Number 138, "War Department

Aeorganization." 14 May 1946, as reprinted in A. I.

Wolf, ed.. The United States Air Force Basic

Documents on Roles andMissions (Washington, DC:

Office of Air Force History, 1988), p 51.

35. Army Air Forces Aegulation Number 20-44, 28 June

1946, as quoted in History ofAir Transport Commend,

1 October 1945-31 December 1946. p 10.

36. History of Air TrtJnsport ComfTUlnd, I Octobttr

1945-31 DecttmN( 1946. pp 10. 11; Craven and

Cate, The Army Air Forces in World WlIr II, Vol VII.

P 575; Hinds. Development ofStrategic Airlift, P 7.

37. History of Air Trllnsport Commllnd, I October

1945~1 Decttmbttr 1946, p 38.

38. Ibid, pp 220-223; Hinds, Development of Strategic

Airlift, p 6.

39. History of Air Transport Command, 1 Octobttr

1945-31 Decflmbflr 1946. pp 220, 221.

40. Ibid, PP 86. 87; Hinds, Dflve!opment of Strategic

Airlift, p 6. later. MATS turned over air bases at

Wheelus end Tripoli, Ubye; and Dhahran, Saudi

Arabia. to the United States Air Forces in Europe on

1 January 1953.

41. StatistictJIHistory ofthe Air Tmnsport Commllnd, 29

May 1941·31 May 1948, pp 2. 4, 6, 10.

42. Memo, ATC Commander to Assistant Secretary of

Wat fOf Air, "Consolid.tion of Services of Atmy Air

Forces Transport Command and Naval Air Transport

Service," 6 June 1946, in History of Air TrtJnsport

Comtnllnd, I October 1945-31 December 1946,

Volume II. Supporting Document 15. Also see: R. D.

launius, Consolidlltion By Decree: The Air Force lind

NlIvy Strategic Airlift Merger of 1948 (Scott AFB. IL:

Office of MAC History. 1989).

43. H. S. Walk, Planning end Organizing the Postwar Air

Force (Washington, DC: Office of Air Force History,

19841, pp 61-166; A. Goldberg, ed., A Historyofthe

United States Air Force (Princeton, NJ: D. Van

Nostrand Co., 1957), p 102; Wolf. &Jsic Documents

on Roles lind Missions. P 62.
44. Thomas K. Finletter, who chaired the President's Air

Policy Commission in 1947, became the second

Secretary of the Air Force on 24 April 1950. He held

that position until the January 1953 change of

administrations. See: Goldberg, History of the United

States Air Force, p 157. President Eisenhower

appointed another commission to review aviation

policy on 23 September 1953, and it issued its report

in May 1954. See: CivilAir Policy, by President's Air

Coordinating Committee, May 1954.

45. Paper, "Military Air Transport Service:' prepared for

The Army Almanac, 4 August 1948; T. K. Finletter,

et ai, Survival in the Air Age: A Report by the

President's Air Policy Commission (Washington, DC:

Government Printing Office, 1 January 19481; Walk,

Planning and Organizing the Postwar Air Force, pp

162-166.

46. Finletter, et ai, Survival in the Air Age: A Report by

the President's Air Policy Commission, pp 36, 37.

47. Ibid, p 141.

48. Ibid, p 37.

49. Ibid, p 216.

50. The lineage of the separate Air Transport Command

and the Military Airlift Command were formally

consolidated on 13 May 1982. This action legitimized

MAC's practice of tracing its airlift history to the birth

of the Air Corps Ferrying Command on 29 May 1941.

See: letter, Headquarters USAF Deputy Director,

Manpower and Organization, to MAC Commander in

Chief, "Organization Action Affecting Military Airlift

Command IDAFIMPM 426q1:' 13 May 1982.

51. Wolf, Basic Doctn"ne on USAF Roles and Missions, pp

173-178; Hinds, Development of Strategic Airlift, p

8; Air Transport Command General Order 34, 1 June

1948; Military Air Transport Service General Order 5,

Assignment of Naval Air Transport Units, 9 June

1948.

52. This subject has been discussed in detail in R. D.

Launius and C. F. Cross II, MAC and the Legacy of

the Berlin Airlift (Scott AFB, IL: Office of MAC History,

1989J.

53. "One Year Men See Great Change:' apparently an

anniversary news release, circa 1946; "One Year at

Tempelhof Celebrated," an undated news release,

circa July 1946.

54. History of the 301st Troop Carrier Squadron, August

1945.

55. R. D. Launius, "The Berlin Airlift: Constructive Air

Power," Air Power History, (Spring 1989), Vol 36,

pp 8-22.

56. New York Times, 25 June 1948, p 1; F. Howley,

Berlin Command (New York: G. P. Putnam, 19501, pp

196,197.

57. W. P. Davison, TheBBrlin Blockade: A Study in Cold

War Politics (Princeton, NJ: Princeton University

Press, 19581, pp 27-89; D. F. Harrington, "The Berlin

212

Blockade Revisited," International History Review,

(February 19841, Vol 6, pp 88-112.

58. J. E. Smith, ed., The Papers ofGeneral Lucius D. Clay,

Germany, 194B-1949 (Bloomington: Indiana

University Press, 19741, Vol 2, pp 607, 618-21;

Howley, Berlin Command, p 121; Launius and Cross,

MAC and the Legacy of the Berlin Airlift, pp 4-11; C.

E. leMay with M. Kantor, Mission w"" LeMay (Garden

City, NY: Doubleday and Co., 1965), p 415.

59. Hinds, Development ofStmtegic Airlift, p 9; Historical

Airlift Report of Tempelhof Air Force Base, 26 June

1948-31 July 1949.

60. Report, Combined Airlift Task Force, "Berlin Mission:

Report of the Airlift, the Operations and Internal

Aspects of the Advance Element:' n.d., pp 18, 19;

Launius and Cross, MAC and the Legacy of the Berlin

Airlift, pp 26-32.

61. Hinds, Davalopment of Strategic Airlift, p 9.

62. A. D. Launius, "The Hump Airlift Operation of WW

II," Airlift: The Journal of the Airlift Opemtions School,

(Fall 19851, Vol 7, pp 8-15.

63. Tunner, Over the Hump, p 174.

64. The Berlin Airlift: A Brief Chronology (Scott AFB, IL:

Office of MAC History, 19881, pp 3,10,12.

65. Historical Airlift Report of TempelhotAir Forca Base,

26 June 1948-31 July 1949; quote from Tunner, Over

the Hump, pp 221, 222.

66. Histon"cal Airlift Report of TempelhotAir Force Base,

26 June 1948-31 July 1949.

67. Ibid; lists of Berlin Airlift casualties filed in 7350th Air

Base Group.

68. J. G. Norris, "Airpower in the Cold War," Air Force,

(September 19481, Vol 31, pp 25, 26.

69. "Exercise Swarmer: The Thunder of a Concept," Air

Force, (July 19501, Vol 33, p 20.

70. "Airborne Airheaders," Newsweek, (8 May 19501,

Vol 35, pp 25, 26.

71. Minutes, Military Air Transport Service Daily

Conference, 11 April 1950.

72. Minutes, Military Air Transport Service Daily

Conference, 15 March 1950.

73. "Air Force Goes All Out In Proving Power in Exercise

Swarmer," The Sunday Star (Washington, DCI, 30

April 1950, p A-2. Major General James Gavin, a

member of the Weapons System Evaluation Group and

former Commander of the 82d Airborne, criticized the

30 April jump of 1,700 paratroopers as not well

executed, suggesting their scattering over a four-mile

area was the result of a lack of joint training between

the troop carrier unit and airborne forces. See: J. G.

Norris, "Troop Carrier Forces Weak, Gavin Says,"

Washington Post, 1 May 1950, p 1.
74. "Exercise Swarmer: The Thunder of a Concept:' Air

Force Maguine, (July 1950), Vol 7, pp 23, 45.

75. Critique, "Exercise Swarmer:' 5 May 1950, p 24.

76. Ibid, p 20.

77. Craven and Cate, The Army Air Forces in World War

II, Vol VII, P 151.

78. R. D. launius, "Forty Years Ago: MATS and the

Korean War Airlift," Airlift: The Journal of the Airlift

Operations School, (Summer 19901, Vol 12, pp

16-21. .

79. Hinds, Development of Strategic Airlift, p 10.

BO. Ibid, p 10; Futrell, The Unitlld Stattts Air Forctt in

KortHI, 195().1953 !Washington, DC: Office of Air

Force History, 1983 editionl, pp 8, 9. The Story of

MA TS, circlI April 1951 (Government Printing Office),

p 28, claims four Yak fighters raked the C-54 with

machine.gun and cannon fire while "The four-engine

transport, rnotorIl61g. had been waiting for a signal

to take oH."

81. MATS Facts: Military Air Transport Service, by

Headquarters MATS OHice of Information Services,

(Washington, DC: November 19561.

82. Futrell, Unitttd States Air Force in Korea, p 12.

83. "Military Airlift-A National Resource in Peace and

War," circa June 1978; Hinds, Development of

Stratttgic Airlift, pp 10, 11.

84. A. Szura. Folded Wings: A History of Transocftlln Air

Unes (Missoula, MT: Pictorial Histories Pub. Co.,

19891.

85. History ofMilitary Air TflfT'ISPO'I StHvice, 1949, p 106;

Ravenstein, L.infI-ue andHonors, p 18. The Pacific Air

Command, which had been formed as the Hawaiian

Air Force in 1940 to accommodate the growing

number of air units stationed there, was discontinued

at the end of May 1949. Since the Pllcific Division had

just transferred its only stateside base (FairfieldSuisun, California) to the Strategic Air Command to

house a 8-36 wing. it gave up control of its transport

operations to Hickam AFB, Hawaii. The Pacific Air

Command heel been Seventh Air Force during World

War II; it retumed to that dasignation when it was

activated as a subordinate ooit of the Pacific Air Forces

(a separate major command) from 1955-1957 and

1966-1975.

86. Paper, "The Development of MAC:' circa 1972.

87. Hinds, DttveJopment of Strategic Airlift, pp 11, 12.

88. Futrell, Unitt!Jd Sttttes AirForcttin Korea, pp 160, 161.

89. On this subject, see: R. E. Appleman. South to thtt

Naktong, North to the YaJu (Washington. DC: Center

for Military History, 1961); M. Hastings, Kortta: The

Forgottttn W.sr (New York: Macmillan, 1986).

90. Tunner, OVM the Hump, p 253.

213

91. Colonel P. C. Fritz, "Those Wonderful Gooney Birds

of Frozen Chosin." Airlift: The Journal of the Airlift

Oper.stions School, (Winter 1988), Vol 10, pp 10-15.

92. Pamphlet, Secretary of the Air Force Office of

Information, Internal Informlllion Division, "Military

Airlift Background Information," June 1970;

Significllnt Airlift Events of the Korttan Conflict,

1950-1953: A Brittf Chronology (Scott AFB, Il: OffICe

of MAC History, 1990), pp 27, 28; launius, "MATS

and the Korean War Airlift:' p 28.

93. See note above; Futrell, United Stetes Air Force in

KOUHI, pp 583, 585.

94. Hinds, Development of Strategic Airlift, p 12.

95. Ftnletter, et III, SurvivaJin the Air Age: A Report by the

President'sAir Policy Commission, PP 99, 105, 106.

96. Ibid, p 99.

97. Ibid, pp 112-114.

98. "Report on Utilization of Airtines for Wartime Airlift

and Proposals to Aid Expansion of the Civil Air Reel:'

(Washington, DC: Executive OHice of the President,

National Security Resources Board. 6 December 19501.

99. Ibid, p 5.

100. Ibid, pp 14, 16, and Appendix, p 11.

101. Pamphlet. MAC Information Services, "MATS Facts:

Military Air Transport SttMce," November 1956, p 9.

102. F. C. Thayer, Jr., Air Transport Policy and N/ltional

StJcurity: A PoJitiuJ, Economic, andMilitary Anlllysis

(Chapel Hill: University of North Carolina Press, 1965);

Major P. lacombe, "The Air Force and the Airtines,"

Air Forctt, February 1985.

Chap'", IV

1. The Air Resupply and Communications Service was

discontinued on 1 JanU8IY 1954, and the Airways and

Air Communications Service absorbed the Flight

Service effective 1 October 1956. See: Generai Orders

Number 174, Headquarters Military Air Transport

Sefvice, 15 September 1953; General Orders Number

134, Headquarters Military Air Transport Service, 20

September 1956.

2. History of the Military Ait Transport ~rv~. 1 July

1953-31 DectHnbtN 1953, !Washington, DC: Military

Air Transport Service OffICe of Information Services,

Historical Division. 1954), PP 1-5, 11, 12, 1&-28,30,

49-51.

3. Essentially, at this time, nonscheduled or supplemental

carriers flew irregular routes based upon demands.

They heel participated In the Berlin Airlift and Korean

Conflict, llnd officillis in the Civil Aeronautics Board,

Department of Defense, and Congress heel publicly

recognized their contributions to the Cofd War eHort.

By the 19508, they heel secured an important piece

in the airtine industry next to the scheduhKI airlines

which flew fixed routes.
4. Formed in December 1944 es en interdepartmental

committee, the Air Coordinating Committee first

centered on aviation mobilization requirements,

believing national security required a healthy aircraft

industry. Prior to the 1955 report, President Harry S.

Truman had appointed an Air Policy Commission at

the request of the Air Coordinating Committee to

formulate a national aviation policy. Reporting in

1947, the commission recommended building the Air

Force to 70 groups. For IT\Ofe information, see:

Thayer, Air Trtmsport Pol;cy andNational Security, p

122, and Futrell, ldos, ConCflpts, Doctrine, Vol I, pp

216-218, 225-230.

5. Officially known as the Commission on Organization

of the Executive Blanch of the Government, it was

more commonly referenced after its chairman Herbert

Hoover. The commission was established by Congress

with the approval of President Truman in 1947. Its

charter was to reorganize the many departments,

bureaus, agencies, boards, commissions, etc. under

the executive branch. The commission reported its

findings, which covered a wide range of activities, in

1949 and 1955. The commission's comments in

8usiness Enterprius, Report on Trtmsportation,

Transportation, and 8usiness Organization of the

OItpartmtHlt ofDefense contain recommendations on

military airlift.

6. Miller, Airlih Doctrine, pp 235, 236; Thayer, Air

Trtlf)sporf Policy andN.tionalSecurity. pp 129, 130"

7. Commission on Organization of the Executive Blanch

of Government, Committee on Business Organization

for the Department of Defense, Subcommittee on

Transportation, Report on TTlJnsportation

{Washington, DC: Government Printing Office, 19551,

P 295.

8. Ibid.

9. Essentially, a fund that is established with an initial

amount of money to offset operating expenses.

Thereafter, the fund remains solvent through

reimbursements which provide the capital for future

operating expenses.

10. For more background, see: S. l. Rearden, History of

the Office of the Secratllry of Defense, Vol I: The

Forrnetive YHfS, 1947-1950, (Washington, DC:

Office of the Secretary of Defense Historical Office,

19841, pp 39, 52, 53.

11. History of the Military Air Trtmsport Service, 1

~-30June 1956, (Washington, DC: Military Air

Transport Sefvice Office of Information Services,

Historical Division, 19561, p 4, 5; Thayer, Air

TnJnsport Policy lind NlltionaJ Security, p 151.

12. Chronology, Military Air Transport Service Deputy

Chief of Staff, Comptroller, "Summary of Actions

Taken by Military Air Transport Service with Respect

to Industrial Funding," 26 November 1956; History

of the Military Air TnJnsport Service, 1 July-31

December 1956 (Washington, DC: Office of

Information Services, Historical Division, 1957), p 2.

13. Ever since World War II, the military had an ongoing

debate over the consolidation of air transport

214

resources under a single manager. In September

1945, General Hoyt Vandenburg had recommended

to the Chief of the Air Staff the assignment of all air

transport activities under one Army Air Forces

Command. His plan centered around the consolidation

of the Air Transport Command and the Troop Carrier

Command. The idea to consolidate air transport

advanced in 1948 with the establishment of MATS

from the Air Transport Command and the Naval Air

Transport Service. In 1953, a USAF Air Transport

symposium had proposed reorganizing air transport

assets into a Combat Air Services Command and the

Military Air Transport Servtee. It also recommended

studying the industrial fund concept. 8y September

1954, the Air Council had three reorganizational plans

under review: a Headquarters USAF study and studies

by Generals laurence Kuter and William Tunner, a

former and future MATS commander, respectively.

Both Kuter and Tunner advocated placing all transport

activities under one command; the Air Staff study was

less radical, avoiding service and Air Force

controversies. The ensuing Hoover Commission

recommendations enabled the Defense Department to

overcome internal difficulties, paving the way for the

single manager directive for airlift. For more

background, see: History of the Military Air Tr8nsport

Service, 1 Jllnuary-30June 1957 {Washington, DC:

Office of Information Services, Historical Division,

19571, pp 90-99.

14. Facing renewed pressure to adopt industrial funding

fOf air tran"sport activities by a House Appropriations

Committee report (Scrivner Report, June 19531 and

a Senate Armed Services Committee subcommittee

report {Rander's Report, 19541 on the eve before the

second Hoover Commission published its

recommendations, as well as finding interna'1y that its

own Advisory Committee on Fiscal Organization and

Procedures (the Cooper Committee Report, J~ 19541

and that Defense Comptroller Wilfred McNeil favored

industrial funding, the Department of Defense agreed

to implement industrial funding. For further

background on industrial funding in Military Air

Transport Service, see: J. L. True and W. E. Nawyn,

The Airlih Service Industrial Fund, 1958-1988: The

Evolution of en Effective M8nllgement APPT08Ch,

(Scott AFR, IL: Office of History Military Airlift

Command, 1989).

15. Department of Defense Directive 5160.2, "Single

Maneger Assignment fOf Airlift Service," 7 December

1956.

16. History of the Military Air TnJnsport Service, 1

J8nuary-30 June 1957. pp 100-106; History of the

Military Air TnJnsport Service, 1 January-30 June

1958 (Scott AFR, IL: Office of Information Services,

Historical Division, 19591, pp 168-172; Headquarters

Military Air Transport Service, "Airlift Service

Management Report, JUly 1958-June 1959," p i.

17. ••Airlift SeNtee Management Report, July 1958-June

1959," p 10.

18. Department of Defense Directive 5160.2, "Single

Manager Assignment for Airlift Service," 7 December

1956.
19. History of the Military Air Trensport Servica, 1

JMuery-30 June 1957, pp 100-109; briefing, "Single

Manager," Military Air Transport SeMce Commanders

Conference, June 1957; History of the Militery Air

Transport SfNVice, 1 Jenuary-30 June 1958, p 1.

20. General Orders Number 56, Headquarters Military Air

Transport Service, 24 April 1958. In November 1952,

Military Air Transport Service had requested USAF

approval to redesignate its air transport divisions as

numbered air forces. Military Air Transport Service

offICials had sought the change, arguing that MATS'

divisions were equivalent to the numbered air forces

of the other major commands and had similar

functions and responsibilities. Headquarters USAF

denied the request, st8ting that it was Air Force policy

to name numbered air forces onty when they

performed an essentialty tactical mission. See: History

of the MiliU.ry Air Transport Service. 1 Jenuary-3D

June 1953 (Washington, DC: OffICe of Information

Services, Historical Division. 19541, pp 16, 17.

21. General Orders Number 159. Military Air

Transport Service, 5 November 1958; effective by

General Orders Number 49, Headquarters USAF. 26

August 1958. Prior to this, in November 1956, the

Pacific Division had moved its headquarters from

Hickam AFB. Hawaii. to Parks AFB, California. See:

General Orders Number 160, Headquarters Military Air

Transport Service. 16 November 1956. Throughout

the pertod until its inactivation in July 1958. the

COntinental Division had its headquarters at Kelty AFB.

Texas. The Atlantte Division had its headquarters at

Westover AF8, Messachusetts. and then moved to

McGuire AFB, New Jersey. in June 1955. See: History

of thit Military Air Transport Sttrvice, 1 January-3D

June 1955 (Washington, DC: Office of Information

Services, Historical Division, 19561, pp 182-184.

22. History of thB Milnery Air Transport Service, 1 JuIy-31

Decembflr 1957 (ScOtt AF8, IL: Office of Information

Services, Historical Division, 19581, pp ",, 112;

History of the MilitBry Air Transport Service, 1

January-30 June 1958, p 9. Originally, the command

desired to stay in the Washington. DC. area, but

overcrowding in the DC area as well as the influence

of Illinois Congressmen Everett Dirksen and Melvin

Price largely determined the move.

23. History of the Military Air Transport Service, 1

January-30 June 1956. pp 4, 5; U.S. Congress,

House, Committee on Appropriations, Department of

thB AirForceAppropriations for 1957, Hearings befOfe

Subcommittee, 84th Cong., 2nd Sess., 1956; U.S.

Congress, House, Committee on Appropriations,

Depar1rrIMt ofDefenstt Appropriations for 1957. 84th

Cong.• 2nd Sess., House Report 2104,1956.

24. U.S. Congress, House, Committee on Appropriations,

Department of Defense Appropriations for 1958,

Hearings before the Subcommittee, 85th Cong., 1st

Sess., 1957; U.S. Congress, Senate, Committee on

Appropriations, Department of Defense

AppropriBtions for 1958, Hearings before the

Subcommrnee, 85th Cong., 1st Se58•• 1957; U.S.

Congress. Senate, Committee on Appropriations,

lJepMrntMt ofDefem. AppropriBtions for 1958, 85th

Cong.• 1st Sess.• Senate Report 543, 1957; Public

Law 85-117. 2 August 1957.

215

25. The bailment program was designed to test the

commercial carriers' abilities to operate under

emergency conditions similar to what was done in

World War II. Announced late in 1957, the Air Force,

through Military Air Transport Service, sought to lease

ten military transparts to the commercial carriers. The

airlines were required to operate these planes on

normal military traffic schedules. guarantee the

availability of both airplanes and crews for training

exarcises and war. and agree to fly them within

combat zones. The ten planes. however, were five

C·54s for Atlantic operations and five C-118s for

Pacific operations. Wrth the commercia' carriers

possessing more modem airplanes than the C-54s and

with the Military Air Transport Service in the process

of retiring its fleet of C-54s. the value of the bailment

program appeared questionable. Furthermore, labor

repfesentatives regarded the program as a way fOf the

govemment to get around current union wages,

maintaining thet airline companies bidding on the

would have to offer low bids and hence have

to secure non-union 8gIeernents from their employees.

Although the Air Force had not intended to engage

in "union-busting" practices or circumvent its normal

commercial contracting process, the program gave

such an eppearance to many, and the Air Force quicldy

withdrew the proposal for further consideration. See:

History of tlHt 1MitMyA; Transport SsMce, 1 JuIy-31

Dec.",ber 1957. pp 136-140.

26. U.S. Congress, House, Committee on Govemment

Operations. Militery Air Transportation. Hearings

before the Subcommrnee, 85th Cong•• 2nd Sess.,

1958.

27. U.S. Congress, Senate. Committee on Commerce,

Study of Military Air Transport Service, Hearings

before Subcommittee, 85th Cong., 2nd Sess., 1958.

28. U.S. Congress, House, Commrnee on Armed Services,

Report of Special Subcommittee Number 4.

Investigation of National Defense: Phase II. 85th

Cong., 2nd Sess., 1958.

29. Public Law 85-724, 22 August 1958.

30. U.S. Congress, Senate, Committee on Appropriations,

Department ofDefense Appropriations for 1960, 86th

Cong, 1at sess., 1959; CongressionalRecord. 13 July

1969, p 12027; Congressional Record. 14 July 1959,

pp 13302, 13307. 13314-13316; Public Law

86-166,18 August 1959.

31. U.S. Congress, House, Committee on Armed Services,

Report of Special Subcommittee Number 4,

Investigation of National Defense: Phase II, 85th

Cong., 2nd Sess., 1958.

32. History oftha Military A; Transport Service, 1JuIy-31

December 1958, (Scott AF8,1L: Office of Information.

Historical Division, 19591. pp 114-1 17.

33. U.S. Congress. House, Convninee on Armed Services,

Special Subcommittee on National Military Airlift,

Haan"ngs "-fora Sp«;iaI Subcommittee on National

Military Airlih, 86th Cong.• 2nd Sess.• 1960.

34. Department of Defense, The Role of Military Air

T,.nsport Service in Peace and War, February 1960.
35. History of the Military Air Transport Service. 1 July

1962-30 June 1963 (Scott AFB, Il: Directorate of

Information, Historical Services and Research Division,

19641, pp 86-89.

36. History ofthe Military Air Trsnsport Service, 1 July-31

December 1956 (Washington, DC: Office of

Information Services, Historical Division, 19571, pp

152-164.

37. Futrell, Idees, Concepts, Doctrine, Vol I, pp 61 1, 61 2;

Burkard, Military Airlift Command, p 5; History of the

Military Air Transport Servica, 1 July 1958-31

Decamber 1958, pp 83, 99, 100.

38. Futrell, Ideas, ConCfJpts, Doctrine, Vol I, pp 612, 613;

Burkard, MIlitary Airlift Command, p 5; History of the

Military Air Transport Service, 1 July 1958-31

December 1958, pp 100, 110, 113, 114.

39. History of Headquarters United States Air Forces in

Europe, 1 July-31 December 1961'(Headquarters

USAFE, Office of Information, Historical Division,

1962), pp 151-160; History of the Military Air

Transport Service, 1 July 1962-30 June 1963, pp

159-168; History of the Military Air Transport Service,

1 July-31 December 1963, p 155.

40. History of the MilitBry Air Transport Service, 1 JuIy-31

December 1961 (Scott AFB, Il: Directorate of

Information, Historical Division. 1962), PP 171-173,

175.

41. "Summary of MATS Contribution to the Cuban Crisis

Requirements," Military Air Transport Service

Directorate of Information, Historical Services and

Research Division, 5 December 1962; "WESTAF

Chronology of the Cuban Crisis," December 1962;

Burkard, Military Airlift Command, p 6; General J. W.

Kelly, "MATS looks At The Cuban Crisis," Air

University Review, September-Qctober 1963, pp 2-20.

42. History of the Military Air Transport Service, 1

January-30June 1953, p 235; History ofthe Military

Air Transport Service, 1 July-31 December 1953, pp

233, 234.

43. History of the Military Air Transport Service, 1

January-3D June 1954 (Washington, DC: Office of

Information Services, Historical Division, 1955), p

225; History of the Military Air Transport Service. 1

July-31 December 1954 (Washington, DC: Office of

Information Services, Historical Division, n.d.), pp

106-108.

44. History of the Military Air Transport ServiCfJ, 1July-31

December 1956, PP 164-170; History of the Military

Air Transport Service, I January-30 June 1957, pp

84, 85; "Air Fleet Flew Historic Errand of Mercy,"

Douglas Airview News, 21 January 1957, pp 1, 8.

45. C. l. Reynolds, A Chronology of Humanitarian Airlift

(Scott AFB, Il: Offi<:e of MAC History, 19761. pp 4-15.

46. Presentation, lieutenant General William H. Tunner,

Military Air Transport Service Commander, before the

Hcuse Armed Services Committee Special

Subcommittee on National Airlift, Military Air

Transport Service Report on Exercise BIG SLAM and

BIG SLAMIPUERTO PINE, 20 April 1960.

216

47. These exercises were part of the White-lemnitzer

Agreement of March 1960 whereby the Army would

specify the forces and closure times for a limited-war

deployment, and the Air Force would attempt to

secure sufficient airlift to support Army mobility

requirements. The agreement between the two chiefs

of staff attempted to deal with the problem of defining

wartime airlift requirements after Army Chief of Staff

lyman l. lemnitzer had voiced his dissatisfaction.

'lemnitter wanted enough strategic airlift to move at

least two reinforced battle groups and their combat

equipment to any trouble spot in the world within

hours of the movement order; enough airlift to move

within days troops and supplies to build a full division

with the necessary logistical suppOrt, and enough

airlift to expand the size of the fighting force to two

divisions within two to four weeks. For more

information, see: Futrell. Ideas, Concepts, Doctrine,

Vol II, pp 16-21.

48. History of the Military Air Transport Service, I

January-3D June 1961 (Scott AFB, Il: Directorate of

Information, Historical Division, 1962), pp 73, 75, 85,

110,115.

49. History of the Military Air Transport Service, 1

January-3D June 1962 (Scott AFB, IL Directorate of

Information, Historical Services and Research Division,

19631, pp 92, 93, 98.

50. History of the Military Air Transport Service, 1 July-31

December 1963 (Scott AFB, Il: Directorate of

Information, Historical Services and Research Division,

1964), pp 102-104, 118.

51. History of the Military Air Transport Service, 1

January-3D June I 964 (Scott AFB, Il: Directorate of

Information. Historical Services and Research Division,

19651, pp 217. 218, 220. 222.

52. History of the Military Air Transport Service 1 July-30

December 1953, pp 54-57.

53. Ibid.

54. U.S. Congress, House, Committee on Armed Services,

Report of Special Subcommittee Number 4,

Investigation of National Defense: Phase II, 85th

Cong., 2nd Sess., 1958.

55. U.S. Congress, Senate, Committee on Appropriations,

Department ofDefense Appropriations for 1959, 85th

Cong., 2nd Sess., Senate Report 1937, 1958; U.S.

Congress, Senate, Committee Appropriations,

Department ofDefense Appropriations for 1959, 85th

Cong., 2nd Sess., 1958; Public Law 85-724, Section

634, 22 August 1958.

56. An aircraft capable of rear loading through the use of

swing doors.

57. Miller, Airlift Doctrine, pp 248, 249.

58. U.S. Congress, House, Committee on Government

Operations, Subcommittee on Military Operations,

Military Air Transportation. 86th Cong., 1st Sess.,

1959.

59. Ibid.
60. This was also the period of the NEW LOOK national

security policy which placed great reliance on Navy

and Air Force forces over Army ground forces and

provided for a massive atomtc: retaliation in the event

of war. Admiral Radford was a firm supporter of this

policy.

61. U.S. Congress. House, Committee on Armed Services,

Special Subcommittee on National Military Airlift,

Hun"ngs before Sfj«ial Subcommittee on National

Military Airlih, 86th Cong. 2nd Sess., 1960; Thayer,

Air Transport Policy and NatioTIIJI Security, pp

136-139; Air Force Pamphlet 190-2-2, Vol III, 1 June

1964, p 26; Burkard, MiliUlry Airlift Command:

Historical Handbook, 1941-1984, p 97.

62. U.S. Congress, House, Committee on Armed Services,

Special Subcommittee on National Military Airlift,

Hurings before Special Subcommittee on National

Military Airlift, 86th Congo 2nd Sess., 1960.

63. U.S. Congress, House, Committee on Appropriations,

Department ofDefense Appropriations for 1961, 86th

Cong., 2nd Sess., Part 1, 1960; U.S. Congress,

House, Committee on Appropriations, Depanment of

Defense Appropriations for 1961, 86th Cong., 2nd

Sess., House Report 1561, 1960; U.S. Congress,

Senate, Committee on Appropriations, DepllfTmel1t of

Deft')nse Appropriations for 1961, 86th Cong., 2nd

Sess., 1960; Public law 86-601, Section 531, 1 JUly

1960; Congressional Record, 30 June 1960, pp

14105, 14106.

64. Miller, Airlift Doctrine, p 216.

65. Futrell,ldeas, Concepts, Doctrine, Vol II. p 30; W. l.

Kraus and J. M. Matheson, C-141 Starlifter (Scott

AFR, IL: Office of MAC History, 19731, pp 24, 34.

66. History of the Military Air Transpon Service, 1 July

1957-31 December 1957, pp 19-85.

61. History of the Military Air Transport Service, 1July-3D

December 1960 (Scott AFB, IL: Directorate of

Information, Historical Division, 19611, p 116; History

of the Military Air Transpon Service, 1 January-30

Juna 1961, pp 3, 4; Air Force Regulation 23-11,

"Organization-Fl8ld, Military Air Transport Service,"

23 February 1961.

68. During tNs period, Headquarters Military Air Transport

Service defined airborne operations as a "single

aircraft airlanded assault into, and air evacuation of

forces from prepared air strips." See: Military Air

Transport Service Regulation 23-1, "OrganizationMATS Air Forces and Services, Western Transport Air

Force {WESTAF)." 15 April 1959.

69. For more information on Military Air Transport

ServiceIMilitary Airlift Command's airdrop training

competition, see: J. S. Underwood. Airlift Rodeo: A

Brief History of Airlift Competitions, 1961-1989

(Scott AFR. IL: Office of MAC History. 19901.

10. History of the Military Air Trtlnspon Service, 1

January-30 June 1962, pp 64, 65; History of the

Military Air Transpon Service, 1 July 1962-30 June

1963, pp 1, 199.

217

11. Military Air Transport Service Regulation 23-1A,

"Organization-MATS Air Forces and Services,

Western Transport Air Force (WESTAFI," 20 July

1962.

12. Air Force Regulation 23·17, "Organization and

Mission- Field, Military Air Transport Service," 9 July

1963; Air Force Regulation 23-11A, "Organization

and Mission-Field, Military Air Transport Service,"

25 May 1964.

73. History of the Military Air Trensport Service, ,

January-30 June '9621. p 6.

74. Ibid, pp 6-11; Headquarters Military Air Transport

Service, "Commander's Call Supplement for July

'62."

15. History of the Military Air Transport Service, 1 July

'962-30 June 1963, pp 2, 3, 10, 11; History of the

Military Air Trensport Service, 1 July 1964-30 June

'965 (Scott AFB, IL: Directorate of Information,

Historical Services and Research Division, 19661,

p 30.

16. This action was part of General LeMay's

CLEARWATER concept which tested a dual forward

and rear basing. Units would have their main operating

base in the United States and then rotate to bases in

Europe, marrying up with prepositioned equipment.

Tested in Octobef 1963 when Military Air Transport

Service moved 15,000 troops of the 2d Armored

Division from Texas to Germany in 63 hours, the

Department of Defense and the Air Force proceeded

with plans to transfer C-130s from Europe in 1964.

The concept, with regard to the Military Air Transport

Service. caAIed for the c:<lrlSdidation of airlift resources.

For more information, see: Futrell, Idllas, Concepts,

Doctrine, Vol II, p 122.

71. History oftha Miitary Air Transport SeMce, 1 JuIy-30

December 1963. pp 10, 11; History of the Military

Air Transport Service, 1 January-30 June 1964, pp

38-45.

Chapter V

1. These years represent the main period of American

involvement in Vietnam. In reality, the United States'

interest dated to the last months of Wortd War II when

American agents joined insurgent forces led by Ho Chi

Minh. In February 1950, the French government

formaltv requested military assistance from the United

States to aid the Indochina war. Reevaluating the

situation, President Truman's Administration

concluded that the French needed support to pt'eYent

the Communists from taking over all of Southeast

Asia, and in May President Truman approved .10

million for French Indochina. American military

edvisors went to Vtetnam that summer. After Dien

Bien Phu, President Eisenhower decided in February

1955 to send military personnel to he'p train the South

Vietnamese army. Thereafter, the Kennedy

Administration incraased military assistance to

Southeast Asia as well.

2. History of the Military Air Transpon Service, 1 July

'964-30 June 1965, pp 119-131.
3. This is a mechanized cargo-handling system that

permitted rapid loading and unloading of aircraft.

4. History of the Military Air Transport S6rvictt, 7 July

7964-3OJune 7965, pp 121, 147, 150.

5. Kraus and Matheson, C- 747 St/Jrlifter. p 402. Also,

see: H. H. Martin, St/Jrlifter (Brattleboro, VT: Greene,

19721.

6. History of the. Military Air Transport Service, 7 July

7964-30June 7965, pp 169,170.

7. Ibid, P 172; Miller, Airlift Doctrine. p 305. Also, see:

Rice, The C-5A Scandal: An Inside Story of the

Militrt-Industrilll Complex (Boston: Houghton Mifflin,

1971).

8. House Committee on Armed Services, Special

Subcommittee on Military Airlift, Military Airlift, 89th

Congress, 1965-1966, pp 6616, 6617. .

9. History of the Military Airlift Command, 7 July

7969-30 June 7970 (Scott AFB, IL: Office of MAC

History, 1971), p 85.

10. History of the Military Air Transport S6rvice, 7 July

7964-30 June 7965, pp 308, 309.

11. C. l. Berger, ed., The United States Air Force in

Southeast Asia, 7967-7973: An IllustratedAccount

!Washington. DC: Office of Air Force History, 19841,

p 187.

12. History of the Militllry Airlift Command, 7 July

7977-30 June 7972 (Scott AFB, Il: Office of MAC

History, 1973), p 145; True and Nawyn, The Airlift

S6rvice IndustrialFund, 7958- 7988: The Evolution of

lin Effective Mllnagement ApfNOlICh. p 14.

13. History of the Military Airlift Commsnd, 7 July

7965-30 June 7966 (Scott AFB, It: Office of MAC

History, 19671, pp 485, 531-533. For a general

account of the relationship between MAC and the

airline industry, see: Maier P. lacombe, "The Air FOfce

and the Airlines," Air Force, February 1985.

14. Ibid, P 490; History of tha Military Airlift Command,

7 July 7977·30 June 7972, p 56; pamphlet, C-5

{Marietta, GA: lockheed-Georgia Co., n.d.l, p 3.

Cracks in the wings of the C-5As limited the actual

capability to about hatf of this figure. The C-5B, which

entflfed seMce in the late 19805, with larger, stronger

wings, had a capacity of well over the original

220,000 pounds.

15. History of the MiMsry Air Trsnsporr S6rvice, 7 July

7964-30 June 7965, p 304.

16. Miller. Airlift Doctrine, p 328.

17. History of the Military Airlift Command, 7 July

7965-30June 7966, pp 508, 509; Twenty-Second

Air Force Regulation 66·4, "Depot, Field, and

Organizational Maintenance, Quick Servicing of

Aircraft," 4 March 1966.

18. History of the Military Airlift Command, 7 July

7965-30 June 7966, pp 310, 507; History of the

218

Military Airlift Command, 7 July 7968-30 June 7969

(Scott AFB, Il: Office of MAC History, 1970), P 181;

Berger, The USAF in Southeast Asia, pp 189, 190.

19. History of the Military Airlift Command, 7 July

7965-30 June 7966, pp 310-314, 499, 507, 508.

20. History of the Military Air Transport SBrvice, 7 July

7964-30 June 7965, pp 167-169; lieutenant Colonel

G. B. May, The Impact of Materials Hllndling

Equipment on Airlift C4pabilititts (Maxwell AFB, Al:

Air University Press, 1983), pp 24-30.

21. History of the Military Airlift Commllnd, 7 July

7965-30June 7966, PP 508, 509.; Twenty-Second

Air Force Regulation 66-4, "Depot, Field, and

Organizational Maintenance, Quick Servicing of

Aircraft," 4 March 1966.

22. History of the Military Airlift Command, 7 July

7965-3OJune 7966, pp486, 487; "Red Ball, 1966,"

National Defense Trsnsportation Joumai, (July-August

19661, Vol 22, pp 28-30; T. Scott, "The 'Red Ball'

Flies and Rolls Again," Army Digest, (February 1967),

Vol 22, pp 8·12; P. Barton, "The Red Ball" Express

Sprouts Wings," 8ee-Hive: Quarterly Publicstion of

United Aircraft, Spring 1966, pp 2-7."

23. letter, General H. M. Estes, Jr., MAC Commander,

to Twenty-First and Twenty·Second Air Forces

Commanders, "Command and Control of MAC Airlift

FOfces, 21 April 1966."

24. One ton-mile is the equivaktnt of one ton of passengers

Of cargo airlifted over a distance of one mile.

25. J. Schlight, The WarinSouth VietnBm: The Ye,sTSof

the Offensive, 7965-7968 (Washington, DC: Office

of Air Force History, 1988), p 296.

26. Report, Twenty-Second Air Force Deputy Chief of

Staff, Operations, "Operation BLUE LIGHT," 1966,

p 1; History of the Militsry Airlift Command, 7 July

7965-30 June 1966, pp 429-438.

27. M. L. Whittington, Eagle Thrust (17 November-30

December 7967) (Scott AF8, Il: Office of MAC

History, 19691, pp 5, 6, 63-66; Futrell, Ideas,

Concepts, Doctrine, Vol II, p 314.

28. Throughput ratio is the amount of cargo that can be

moved through a site within a given time. The

calculation considers not only aircraft capacity, but

also factors such as runway saturation, offloading

equipment. tum-around time, personnel availability.

29. House Committee on Armed Services, Subcommittee

on Military Airlift, HNrings on Military Airlift, 91st

Cong., 2d 58ss., 1970, pp 6339-6341; Miller, Airlih

Doctrine. p 335.

30. A. J. C. Lavalle, ed., Airpower ,snd the 7972 Spring

Invssion (Maxwell AFB, At: Airpower Research

Institute, n.d.l, pp 17·27, 56, 57; History of TwentySecond Air Force, 7 July 7971-30 June 7972, pp

125-132.

31. Berger, The USAF in Southeast Asia, p 196.
32. On the development of tactical airlift, see: R. G.

Boston, "Doctrine by Default: The Historical Origins

of Tactical Airlift," Air University Review, (May-June

1983), Vol 34, pp 64-75; A. L. Gropman, "The

Compelling Requirement for Combat Airlift," Air

University Review, lJuly-August 1982), Vol 33. pp

2-15; R. L. Bowers, "USAF Airlift and the Airmobility

Idea in Vietnam," Air University Review, (NovemberDecember 1974), Vol 26, pp 3-18.

33. The Air Force created the 44DOth Combat Crew

Training Squedron, nicknamed"Jungle Jim," at Eglin

AFB, Florida, on 14 April 1961. On 11 October 1961,

President Kennedy approved the deployment of a

detachment from the 4400th Combat Crew Training

Squadron to South Vietnam fOf training purposes. This

"Farm Gate" detachment included 151 officers and

men. 8 T-28s. 4 SC-47s. and 4 RB-26s.

34. R. L. Bowers. Tactical Airlift (Washington, DC: Office

of Air Force History, 1983), pp 50-55. Also, see: W.

J. Buckingham, Jr., Operation Ranch Hand: The Air

Force and Herbicides in Southeast ASJ8, 1961·1971

(Washington, DC: Office of Air Force History, 1982).

35. Bowers, Tactical Airlift. pp 69-73.

36. Ibid, pp 105-107.

37. Ibid, pp 170-173; S. McGowan, The C-130Hercules:

Tactical Airlift Missions, 1956-1975 (Blue Ridge

Summit. PA: Aero Books, 1988), pp 69-71.

38. Bowers. Tactical Airlift, pp 179-183.

39. "Air Force, Army Agree on Roles and Missions,"

Avietion Week and Space Technology, 25 April 1966,

pp 26, 27; F. A. Bergerson, The Army Gets an Air

Force IBaltimore: Johns Hopkins University Press,

1980), pp 117-120; J. J. Tolson, Airmobility,

1961-1971 (Washington, DC: Center for Military

History, 1973), pp 104-108; Bowers, Tactical Airlift,

pp 149-165, 208-216, 233-239.

40. Bowers, Tactical Airlift. p 170; Miller, Airlift Doctrine,

p 311.

41. Bowers, TacticalAirlift, pp 190-192; P. L. Peoples,

"Aerial Port Problems in PACAF, 1963-66," Air

Command and Staff College Thesis (Maxwell AFB, AL:

Air University, 19671, PP 4-10, 12-14, 19-2J:;

Captains L. W. Jones and D. A. Lindbo, "Tactical

Airlift," Air University Review, (September-October

1967), Vol 18, p 15; W. W. Momyer, Air Powarin

Three Wars (Washington, DC: Office of Air Force

History, 1985), PP 67, 68.

42. R. Chapman, "Tactical Airlift Management in

Vietnem," Signal,lAugust 1970), Vol 24, pp 35-37.

43. Lieutenant Colonel J. lane, Jr., Tha Air War in

Indochina (Maxwell AFB, AL: Airpower Research

Institute, 1981), p 78.

44. Berger, The USAF in SouthesstAsis, p 174.

45. Ibid, pp 173. 174; Bowers, Tactical Airlift, pp

212-216.

219

46. Momyer, Air Power in Three Wars, pp 294-303;

Bowers. Tactical Airlift. pp 269-279.

47. Bowers. TacticalAirlift, pp 296. 297; report. Pacific

Air Forces, Khe Sanh (Operation NIAGARA) 22

January-31 March 68.13 September 1968, contains

detailed account of the siege at Khe Sanh.

48. Bowers, Tactical Airlift, p 297; Berger, The USAF in

Southesst Asia, p 175. Also, see: B. L. Nalty, Air

Power and the Fight for Khe Sanh (Washington. DC:

Office of Air FOfce History, 1973); Momyer, AirPower

in Three Wars, pp 305-31 1.

49. Bowers, Tactical Airlift, pp 297-299; report, Pacific

Air Forces Deputy Chief of Staff, Operations, "KHE

SANH," 1968.

50. Bowers, Tactical Airlift, pp 302-305; Miller, Airlift

Doctrine, p 321; Berger. The USAFin Southeast Asia.

p 176.

51. Major C. Watts, "Aerial Resupply for Khe Sanh,"

Military Review, (December 1972), Vol 52, pp 79-88;

Major General B. McLaughlin, "Khe Sanh: Keeping an

Outpost Alive," Air University Review. lNovemberDecember 1968), Vol 20, pp 57-77; J. Galvin, Air

Assault: The DevtJiopment ofAirmobile Warfare (New

York: Hawthorn Books, 1969), pp 306-311; W.

Greenhalgh, Jr., '" A.QK': Airpower Over Khe Sanh,"

AerospBce Historian, (March 1972), Vol 19, pp 2-9.

52. Futrell, Ideas, Concepts. Doctrine, Vol II, p 314.

53. Bowers. Tactical Airlift, p 330.

54. Ibid, pp 343-345; Lieutenant Colonel A. Gropman,

Airpower and the Airlift Evacuation of Kham Duc

(Maxwell AFB, AL: Airpower Research Institute,

1979); J. Browning, "Co-ordinated Effort Saves

Force: The Evacuation of the Kham Duc Special FOfces

Camp," Aviation Week and Space Technology, (9

September 1968), Vol 89, pp 92, 93; F. DuPre,

"Rescue at a Place called Kham Duc,,. Air Force and

Space Digest, (March 1968), Vol 52, pp 98·100.

55. T. R. Sturm, "Flight to Check to Glory," Airman,

September 1969, PP 52-54; B. Cutts, "On a Wing and

a Prayer," Pacific Stars andStripes, 11 August 1968;

Congressional Record (Washington, DCI. 16 January

1969, pp 5456, S467; report, Project Contemporary

Historical Evaluation of Current Operations (CHECO),

"Kham Duc," 8 July 1968. pp 1, 2, 27-35.

56. Berger. The USAF in Southeast Asia, p 185.

57. On the development of air rescue in Southeast Asia,

see: E. H. Tilford, Jr., Saarch andRescue in Southeast

Asia (Washington, DC: Office of Air Force History,

1980).

58. Berger, The USAF in Southeast Asie, p 237.

59. Tilford, Search and Rescue in Southeast Asia, pp

75-77; Berger, The USAFin Southeast Asia, pp 236,

237.

60. History of Air Rescue Service, 1965. pp 23·26.
61. Tilford, S8arch andR8SCU8 in SouthBBst Asia, pp 69,

70.

62. Ibid, pp 76, 83, 84.

63. Ibid, p 70.

64. Ibid, pp 66, 67.

65. History ofA8rosPBc8 R8scue and R8COV8ry Sarvic8,

1 July 1965·30 June 1966, p 41; D. D. Uttle,

Aerospace Rescue andRecovery Service, 1946-1981:

An Illustrated Chronology (Scott AFR, Il: Office of

MAC History, 1983), p 27. Two other eirmen: Airman

First Class William A. Robinson and Airman Third Class

Arthur N. Black W8re later awarded Air Force Crosses

for heroic actions on 20 September 1965, several

months prior to Pitsenbarger's famous mission.

66. Berger, The USAF in Southeast Asia, p 243.

67. Markus, et ai, Air Weather Service: Our Heritage,

1937-1987 (Scott AFB, IL: Military Airlift Command,

1987), p 25. For a useful survey of military weather

forecasting and the Air Weather Service, see: C. C.

Bates and J. F. Fuller, America's W8ath8r Warriors,

1814-1985 (College Station: Texas A&M University

Press, 1986).

68. History of the Military Airlift Command, 1 July

1965-30June 1966, pp 560-562; M. C. Faulbaum,

Air Weath8r Servic8 in Southeast Asia, 1961-1976:

A Pictorial Account (Scott AFB, IL: Office of MAC

History, 19791.

69. History of the Military Airlih Command, 1 July

1965-30 June 1966, p 574.

70. J. F. Fuller, Air Weather Support to the UnitedStates

Army: Tet and th8 DecBde After (Scott AFB, IL: Office

of MAC History, 1979); Bates and Fuller, America's

Weather Warriors, pp 212, 213.

71. History of the Military Airlift Command, 1 July

1965-30June 1966, pp 567, 568; Fuller, Air WBBChei'

Support to th8 Unit8d Stat8s Army, pp 15, 16.

72. History of the Military Airlih Command, 1 July

1965-30 June 1966, pp 568, 569.

73. Ibid, pp 548, 552.

74. History of 1352d Photo Group, January..June 1965,

pp 4-15.

75. History of the Military Airlift Command, 1 July

1965·30 Jun8 1966, p 560.

76. Statement of Capt Earl Van Inevegen, in House

Committee on Armed Services, Subcommittee on

Military Airlift, HBBrings on Milit8ry Airlift, 91 st Cong.,

2d Sess., 1970, pp 6350-6363.

77. Ibid.

18. Study, CORONA HARVEST, USAF Activiti8s in

SouthBBstAsiB, I January 1965-31 April 1968, May

1973, p 48; study, CORONA HARVEST, USAF

Activities in Southeast Asia, 1 April 1968·31

DecembBr 1969, May 1972, p 4-2.

220

79. On this issue, see: J. S. Underwood, Military Airlift

COrrHIS ofAge: Consolidation of Strategic and Tactical

Airlift Forcas Und8r th8 Military Airlift Command,

1974-1977 (Scott AFB, IL: Office of MAC History,

1989).

Chaptar VI

1. History of th8 Military Airlift Command, I July

1972-30June 1973 (Scott AFB, IL: Office of MAC

History, 1974), pp xxiii, 47, 48, 77..

2. For the record, 600 American and third-country POWs

were released: 566 American service personnel, 25

United States civilians, and 9 third-country nationals.

Of these, MAC airlifted 597 to Clark Air Base,

Philippines, and then moved 591 on to the United

States. See: History of the Military Airlift Command,

1 July 1972-30 June 1973, pp 52, 53.

3. Ibid, pp 51-54; C. W. Dickens, "Homecoming," Airlift

Operations Review, January 1980, pp 24-26.

4. Dickens, "Homecoming," pp 26, 27; Lieutenant

Colonel J. F. Ohlinger and Major F. H. Baerenz, History

of Operation HOMECOMING, 6 September 1971 to

27July 1973, (Clark AB, RP: Headquarters Thirteenth

Air Force, circa 1973), pp VII-5.

5. Dickens, "Homecoming," p 29.

6. History of the Military Airlift Command, 1 July

1974-31 DecembBr 1975 (Scott AFB, IL: Office of

MAC History, 1976), p 424.

7. For example, between April 1973 and April 1975, the

United States conducted an airlift resupply operation

into Cambodia. This was the largest sustained airlift

operation since the Berlin Airlift. The survival of

Cambodia's capital city, Phnom Penh, and important

but isolated provincial enclaves depended upon airlift

to bring in life-sustaining rice, ammunition, petroleum,

oil, and other critical supplies. During this period, Bird

Air, a private aviation company under MAC contract,

flew most of the 5,413 airland/airdrop missions,

delivering 123,631 tons of cargo under hostile

conditions. During the later stages of the airlift, five

commercial carriers-Airlift International, Flying

Tigers, Seaboard World, Trans International, and

World Airways-augmented the airlift, transporting

36,264 tons on 770 missions. See: History of the

Military Airlift Command, 1 July 1974-31 December

1975. pp 192. 197. 198.

8. Ibid, p 193.

9. Background paper, Headquarters MAC, Deputy Chief

of Staff for Operations, "SEA Evacuation," n.d.;

background paper, Headquarters MAC, Deputy Chief

of Staff for Operations, "Recent SEA Airlift-Summary

of Operations," 1 May 1975.

10. History of th8 Military Airlift Command, 1 July

1974-31 D8C8mbBr 1975, p 208; chronology,

Headquarters MAC, "Vietnam" Evacuation (Frequent

WindlNew life), 1 Jan-17 May 75," 31 December

1975."
11. Operation FREQUENT WIND, formerly nicknamed

TALON VISE, provided for military support to the State

Department for the protection and evacuation of

American noncombatants and designated aliens from

South Vietnam.

12. History ofthe MilitaryAirlih Command, 1July 197~

31 December 1975, p 205; chronology, Headquarters

MAC, "Vietnam Evacuation (Frequent WindJNew

Life), 1 Jan-17 May 75:' 31 December 1975.

13. History of the Military Airlih Command 1 July 1974-

31 December 1975, pp 208, 213.

14. Ibid, p 21 3; background paper, Headquarters MAC,

Deputy Chief of Staff for Operations, "SEA

Evacuation," n.d.

15. History of the Military Airlih Command, 1 July 1974-

31 December 1975, p 218. Commercial contract

airlines participating were: American Airlines, Airlift

Intemational, Braniff Intemational Airways, Capitol

Intemational Airways, Eastern Air Lines, The Ftying

Tiger Line, Northwest Airlines, Overseas National

Airways, Pan American World Airways, Trans Work!

Airlines, United Air Lines, and Work! Airways.

16. Ibid, pp 221, 222.

17. HistoryoftheMiliteryAirliftCommend, 1 July 1973-

30 June 1974 (Scott AFB, IL: Office of MAC History,

19751, p 140; C. W. Dickens, "The Israeli Airlift of

Oct-Nov 1973:' Airlih Opeftltions Review, October

1979, pp 27, 28.

18. Initially, the United States sought to keep its military

and commercial airCf1lft out of the conflict to preserve

its relations in the Middle East. But it soon became

apparent that Israel's small air fleet could not handle

the task. United States commercial carriers were

unwilling to partake in an airlift to Israel, voicing

concems over aircraft damage, financial losses, and

Arab opposition. The Defense Department considered

activating the Civil Reserve Air Reet but did not. In

the end, the commercial carriers flew other military

routes, freeing the military-Military Airlift

Command-to fly to Israel. For more background, see:

K. L. Patchin, Flight to Israe/lScott AFR, IL: Office of

MAC History, 1974).

19. Primarily, Charleston Air Force Base, South Carolina;

Grissom Air Force Base, Indiana; McGuire Air Force

Base, New Jersey; Dover Air Force Base, Delaware;

Robins Air Force Base, Georgia; Wright-Patterson Air

Force Base, Ohio; Little Rock Air Force Base,

Arkansas; Pope Air Force Base, North Carolina;

Kirtland Air Force Base, New Mexico; McConnell Air

Force Base, Kansas; and Norfolk Naval Air Station,

Virginia.

20. History ofthe MilitaryAirlih Command, 1 July 1973-

30JuntJ 1974, pp 140, 141; C. W. Dickens, "The

Israeli Airlift of Oct-Nov 73," Airlih Operations

Review, October 1979, p 28.

21. General P. K. Carlton, "Military Airlift for Stratltgic

Mobility," Strategic Review, Winter 1974, p 30;

History of the Military Airlift Comm/lnd, 1July 1973-

30June 1974, p 141; minutes, Headquarters MAC

"User Conference," 25 March 1974.

221

22. Patchin, Flight to Israel, p 250. These figures differ

slightly from the ones in the annual history which WfJfe

based upon computer listings. The study used the logs

prepared at the cargo destination which were taken

from the aircraft manifest document.

23. Ibid, p 253.

24. Ibid, pp 51, 125, 250, 251.

25. History of the MilitaryAirlih Command, 1 July 1973-

30JuntJ 1974, pp 156, 158; Captain C. J. Krisinger,

"Operation Nickel Grass: Airlift in Support of National

Policy," Airpower Journal, Spring 1989, p 25.

26. History of the MJ7itary Airlih Command, 1 July 1973-

30 June 1974, p 290.

27. Ibid.

28. Ibid, p 292; History of the Military Airlift Command,

1 July 1974-31 DecemMr 1975, pp 244, 245.

29. HistoryoftheMifitaryAirlihCommand, 1 July 1974-

31 December 1975, p 28.

30. History ofthe MJ7itery Airlih Command, 1 January-31

December 1980 (Scan AFR, IL: Office of MAC

History, 1982). pp 318, 320; History of the Military

Airlift Command, 1 Jenuery-31 December 1977

(Scan AFR, IL: Office of MAC History, 19781, p 159.

31. Burkard, Military Airlift Command Historical

Handbook, 1941-1984, p 16; History of the MJ7nary

Airlih Command, 1 Januery·31 December 1980, pp

318, 320, 324.

32. History of th6 Milnary Airlih Command, 1January-31

Decembflr 1982 {Scott AF8, IL: Office of MAC

History, 19831, p 324.

33. E. Ulsamer, "New Look in USAF's Stratltgic Airlift:'

Air Force Magazine, February 1975, p 29.

34. General P. K. Cariton, "The Military Airlift Command,"

Strategic Review, Fall 1975. p 69.

35. Ulsamer, "New Look in USAF's Strategic Airlift:' p

28; History ofth6 Mi/it8TyAriftCommand, 1January31 December 1982, p 315; History of the Military

Airlift Command, 1 January-31 December 1983

(Scon AFB, IL: Office of MAC History, 19841, pp 357,

359.

36. History ofthe MilitaryAirlift Command, 1January-31

December 1982, p 315.

37. Ibid, p 316; History of the Military Airlift Command,

1 January 1986-31 December 1987 (Scott AF8, IL:

Office of MAC History, 19881, pp 256, 257.

38. A. D. Launius, Consolidation by DecrH: The Air Force

and Navy Strategic Airfih Merger of 1948 (Scon AFR,

IL: Office of MAC History, 19891, pp 1-17; J. S.

Underwood, Military Airlift Comes of Age:

Consolidation ofStrategic and Tactical Airlih Forces

Under the Military Airlih Command, 1974-1977, pp

1, 2.
39. Underwood, Military Airlift Comes of Age, pp 5-8;

Project CORONA HARVEST, "USAF Airlift Activities

in Support of Southeast Asia, 1 January 1965-31

March 1968:' January 1973, P 4a.

40. Underwood, Military Airlift Comes of Age, pp 8, 9;

History of the Military Airlift Command, I July

1973-30June 1974, p 158.

41. Underwood, Military Airlift Comes of Age, pp 8, 9;

Office of the Secretary of Defense Program Decision

Memorandum, Consolidation of Airlift Forces, 29 July

1974.

42. Miller, Airlift Doctrine, pp 348, 350.

43. Underwood, Military Airlift Comes ofAge, pp 15-17;

"New look," The MAC Flyer, February 1975. p 3.

44. Article, General P. K. Carlton, "The Airlift Dollar:' ThB

Air Reservist, April 1975, p 6.

45. Quoted in E. Ulsamer, "New look in USAF's Strategic

Airlift:' p 25.

46. Point paper, R. D. launius, Office of MAC History.

"MAC Designation As Specified Command, 1 Feb

77:' 10 June 1988; staff summary, Headquarters

MAC, Deputy Chief of Staff for Operations, "NICKEL

GRASS Situation Meetings Actions Items:' 27

December 1973; Project CORONAL HARVEST,

"USAF Airlift Activities in Support of Operations in

Southeast Asia, 1 January 1965-31 March 1968."

47. Point paper, R. D. launius, Office of MAC History,

"MAC Designation As Specified Command, 1 Feb

77:' 10 June 1988; background paper, J. F. Shea,

Headquarters MAC, Assistant Deputy Chief of Staff

for Plans, "Airlift Consolidation and Specified

Command Status:' 13 May 1976.

48. Point paper, Headquarters MAC, Deputy Chief of Staff

for Plans, "Pros and Cons, MAC As A Specified

Command:' 2 February 1976.

49. Memo, W. P. Clements, Jr., to Secretaries of the

Military Departments, et ai, "Airlift Consolidation:'

9 June 1976.

50. Ibid; letter, Secretary of Defense D. H. Rumsfeld to

Congressman M. Price, Chairman of the House Armed

Services Committee, n.S., 14 January 1977; letter,

General P. K. Carlton, MAC Commander in Chief, to

General D. C. Jones, n.s., 30 March 1977.

51. History of the Military Airlift Command, I July 1973-

30 June 1974, p 173; History of the Military Airlift

Command, I January-31 December 1976 (Scott AFB,

Il: Office of MAC History, 1977), pp 224, 226;

History of the Military Airlift Command, I January-3 I

December 1977, p 101; A Chronology of

Humanitanim Airlift (Scott AF8, Il: Office of MAC

History, 19761, p 28.

52. 8urkard, Military Airlift Command Historical

Handbook, 1941-1984, p 13.

53. A Chronology of Humanitarian Airlift, p 29.

222

54. History of thtt Military Airlift Command, I January-3 I

Dttcttmbttr 1976, p 227.

55. Burkard, Military Airlift Command Historical

Handbook, 194'-1984, P 15; report, Headquarters

MAC, Office of Public Affairs, "Global Humanitarian

Airlift:' February 1988.

56. History of the Military Airlift Command, , January-31

December 1978 (Scott AFB, Il: Office of MAC

History, 1979), pp 84, 87; Burkard, Military Airlift

Commend Historical Handbook, '94'-1984, p 14.

57. The 1990 Information Pfttase Almanac, (Boston:

Houghton Mifflin, 1990), p 207. .

58. Burkard, Military Airlift Command Historical

Handbook, 1941-'984, p 14.

59. History of the Military Airlift Command, , January-31

December 1979 (Scott AFB, IL: Office of MAC

History, 1980). p 103.

60. History ofthtt Military Airlift Command, , January-3'

Dec8mber '980, pp 127, 128.

Chaptar VII

1. Study, Department of Defense, "Congressionally

Mandated Mobility StUdY," (Executive Summary), 30

April 1981, p 1.

2. Plan, Headquarters MAC, Deputy Chief of Staff, Plans,

"Master Airlift Plan," 23 March 1983, p 111-5.

3. Ibid, pp 111-11-13.

4. Ibid, pp 111-17-18.

5. Ibid, pp V-2-9.

6. Miller, Airlift Doctrin8 (Maxwell AFB, AL: Air

University Press), p 353.

7. History of the Military Airlift Command, 1 January-31

December 1984 (Scott AFB, Il: Office of MAC

History, 1986), pp 478, 479; History of the Military

Airlift Command. 1 January-31 December 1985

(Scott AFB, Il: Office of MAC HistOf)', 1987), pp 433,

434.

8. History of the Military Airlift Command, 1 January-31

December 1988 (Scott AFB, Il: Office of MAC

History, 1989J, pp 374, 375; report, Headquarters

MAC, Deputy Chief of Staff, Comptroller, "Airlift

Services Management Report," Fiscal Ouarter 4, 1989.

9. The remodeled C-5 was known as the C-5N at that

time, but redesignated as the C-5B later.

10. History of the Military Airlift Command, 1 January-31

December 1982, p 86.

11. History of the Military Airlift Command, 1 January-31

December 1984, p 368; History of the Military Airlift

Command, 1 January-31 December 1985, pp 381,382.
12. History of the Military Airlift Command, 1 January-31

December 1982, pp 81, 82.

13. History of the Military Airlift Command, 1 January-31

December 1983, pp 82, 83.

14. History of the Military Airlift Command, 1 January-31

December 1982, p 84.

15. History of the Military Airlift Command, 1 January-31

December 1988, pp 331-333.

16. Memo, Headquarters MAC, Deputy Chief of Staff,

Plans, Planning, Programming, and Budget Division,

"Capital Hill Update," 30 April 1990.

17. History of the Military Airlift Command, 1 January-31

December 1983, pp 124-126; S. Harding, Air War

Grenada (Missoula, MT: Pictorial Histories Publishing

Company, 19841, p 7.

18. Harding, Air War Grenada, p 7.

19. Ibid, pp 7, 8; H. O'Shaughnessy, Granada: An

Eyewitness Account of the U.S. Invasion and the

CanbbBBn History That Provoked It (New Yorlc;: Dodd,

Mead & Company, 19841, pp 1, 2; report, Senate

Armed Services Committee Staff, "Defense

Organization: The Need for Change," n.d., pp 363,

364.

20. Harding, Air War Grenada, pp 7, 8; report, Senate

Armed Services Committee Staff, "Defense

Organization," n.d., p 364.

21. Harding, Air War Grenada, pp 14-22.

22. Ibid, pp 22-26; H. Zeybel, "Gunships at Grenada,"

Nationa/OefftnSe, (February 19841, Vol 68, pp 3-15.

23. Harding, Air War Grenada, pp 33, 34.

24. O'Shaughnessy, Grenada, pp 22,23; "The Battle for

Grenada," Newsweek, 7 November 1983, pp 66-76.

25. Harding, Air War Grenada, p 50.

26. History of the Military Airlift Command, 1 January-31

December 1983, pp 149-165.

27. Ibid, p 165; report, Senate Armed Services Committee

Staff, "Defense Organization," n.d., pp 363-370.

28. An Interim Report to the President by the President's

Blue Ribbon Commission on Defense Management

IWashington, DC: Government Printing House, 28

February 19861.

29. History of the Military Airlift Command, 1 January

1986-31 December 1987, pp 19-23.

30. Ibid, PP 18-25.

31. For a detailed discussion of this subject, see: C. F.

Cross II, The Birth of the Twenty-Third AirForce: MAC

Becomes the Single Manager for Air Force Special

Operations Assets, 1973-1983 (Scott AFB, ll: Office

of MAC History, 19901.

223

32. Point Paper, Headquarters Aerospace Rescue and

Recovery Service, Deputy Chief of Staff, Operations,

"Single Manager for USAF Helicopters," 15

November 1979.

33. Ibid.

34. P. Salinger, America Held Hostage: The Secret

Negotiations (Garden City, NY: Doubleday and Co.,

19811, pp 843, 311-319; "Iranian Rescue Mission,"

Aviation WfHJk andSptfce Technology, 19 May 1980,

pp 91-94; C. A. Beckwith and D. Knox, Delta Force

(New York: Harcourt Brace Jovanovich, 19831, PP

280-282.

35. "Iran Rescue Mission: Group Analyzes Reasons for

Failure," Avi'stion Week and Space Technology, 15

September 1980, pp 61-71.

36. History of Aerospace Rescue and Recovery Service,

1 January-31 December 1982 (Scott AFB, Il: Office

of MAC History, 19831, pp 7, 8.

37. Headquarters USAF, Air Force 2000 Study

(Washington, DC: USAF, 19811, P 93.

38. History of Aerospace Rescue and Recovery Service,

1 January-31 December 1983 (Scott AFB, Il: Office

of MAC History, 19841, p 3; point paper,

Headquarters MAC, Deputy Chief of Staff, Plans,

"Consolidation/Single Manager of All USAF

Helicopters and Certain C-130s," 24 June 1982.

39. Oral History with General Duane H. Cassidy, USAF

(RetiredI, Military Airlift Command Oral History

Program. Intarviaw'2 (Scott AFB, Il: Office of MAC

History, 19891, p 19.

40. History of Aerospace Rescue and Recovery Service,

1 January-31 December 1983, p 3.

41. Ibid, P 5.

42. Ibid, PP 6, 7.

43. History of the Military Airlift Command, 1 January

1986-31 December 1987, PP 44, 45.

44. M. Ganley, "New Unified Command for Special Ops

Proposed by Senators Cohen and Nunn," Armed

Forces Journal, June 1986, p 18.

45. D. Meyer and B. F. Schemmer, "Congressional

Pressure May Force Far More DoD Dollars for Special

Ops," ArmedForces Journal, April 1986, pp 21, 22.

DESERT ONE was the abortive American hostage

rescue mission in Iran of April 1980.

46. Ganley. "New Unified Command for Special Ops," P 18.

47. E. lachica, "Senate Clears Start of Defense Agency

for Special Units," Wall Street Journal, 7 August

1986, p 6; P. J. Budahn, "Special-Forces Command

Endorsed by Senate," Air Force Times, 18 August

1986, p 3.

48. History of the Military Airlift Command, 1 Jenuary

1986-31 December 1987, p 52.
49. Ibid, pp 53-56.

50. Ibid, pp 56·61.

51. History of the Military Airlift Command, 1 January-31

December 1989 (Scott AFB, Il: Office of MAC

History, 19901. pp 35-39.

52. History of the Military Airlift Command, 1 January

1986-31 December 1987, pp 33. 34.

53. An Interim Report to the President by the President's

Blue Ribbon Commission on Defense Management, 28

February 1986.

54. History of the Military Airlift Command, 1 January

1986-31 December 1987, pp 34-40.

55. History of the Military Airlift Command, 1 January-31

December 1988, P 34.

56. Ibid, p 36.

57.lbid,p37.

58. History of the Military Airlift Command. 1 January-31

December 1988, p 256. An excellent first-person

account of this operation is Major J. L. Cirafici,

"Mission to Semipalatinsk," Air Power History,

(September 19891, Vol 36, pp 16-19.

59. Ibid, pp 256, 257.

60. Ibid, pp 257. 258.

61. Ibid, pp 258, 259.

62. Ibid, pp 260-263.

63. Ibid, p 263.

64. On this subject, see: B. R. Kennedy, Supporting the

INF Treaty, Part I: The Baseline Inspection Period, 1

Jul-30 Aug 1988 (Scott AFB, Il: Office of MAC

History, 19891, p 264.

65. Treaty, "Treaty Between the United States of America

and the Union of Soviet Socialist Republics on the

Elimination of their Intermediate-Range and Shorter

Renge Missiles:' December 1987.

66. Kennedy, Supporting the INF Treaty, pp 29-36.

67. History of the Military Airlift Command, 1 January-31

December 1988, pp 264, 265, 272; point papers,

Headquarters MAC, Deputy Chief of Staff for

Operations/DOOMS, "Summary of INF Support:' 2

January and 26 November 1990.

68. R. Homan, "International Assistance Pours Into

Armenia," Washington Post, 11 December 1988, p

A33.

69. History of the Military Airlift Command, 1 January-31

December 1988, pp 279, 280. For more information

on this sub.iect, see: J. W. leland. HumsnitarianAirlift

to Soviet Armenia (Scott AFB, Il: Office of MAC

History, 19901.

224

70. History of the Military Airlift Command, 1 January-31

December 1988. pp 284-287.

71. R. Adams, "MAC Airlifts Injured Armenian Kids to

U.S. for Free Medical Treatment:' Air Force Times,

20 February 1989, p 69; C. Harvey, "37 Quake

Victims in U.S. for Care:' Washington Post, 10

February 1989, p 3.

72. The Dignity 8attalions were an unofficial, loosely

organized, group of young tee-shirt clad Panamanians

intensely loyal to Noriega and ready to do his bidding.

73. The Panamanian national administratjon has one

president and two vice presidents.

74. Messaga, Commander in Chief, United States

Southern Command, Crisis Action Team, to Joint

Chiefs of Staff, et aI, "Revised Classification

Guidance:' 012004Z January 1990, pp 50, 51;

S.Balman, Jr., "MAC Flights Bring Home 393 From

Panama:' Air Force Times, 29 May 1989, p6.

75. See note above.

76. Operations Order, Commander in Chief, United States

Southern Command. "BLUE SPOON:' 30 October

1989.

77. M. Roth, "U.S. Troops Strike Quickly and May Be In

For long Stay," Air Force Times. 1 January 1990, pp

R2, R3; T. Morganthau, "The Invasion of Panama:'

Newsweek, 1 January 1990, p 20.

78. Interview. J. W. leland. Office of MAC History, with

Lieutenant Colonel J. S. Brower, Headquarters MAC.

Deputy Chief of Staff, Operations, Current Operations

Directorate, Contingency and Exercise Management

Division. Special Contingencies Branch, 6 March

1990.

79. Briefing, Headquarters MAC, Deputy Chief of Staff,

Operations, to General H. T. Johnson, MAC

Commander in Chief, "JUST CAUSE," 20 February

1990.

80. Special Operations low Level (SOlll are flown at low

level to support special operations forces of combat

units participating in unconventional warfare in hostile

or politically sensitive environments. SOLL I missions

are performed during daylight, while on SOll II

missions, aircrews wear night vision goggles (NVGI

that enable them to land on blacked out runways or

operate over drop zones during darkness.

81. Talking paper. Headquarters MAC, Deputy Chief of

Staff, Operations, Current Operations Directorate,

Contingency and Exercise Management Division,

Special Contingencies Branch, "Operation JUST

CAUSE, MAC Employment Chronoiogy:' n.d.

82. letter, Headquarters MAC, Deputy Chief of Staff,

Operations, to Headquarters MAC, Command

Secretariat. "Corona South Conference Issues," 9

February 1990.

83. The C-5s would function as a Forward Area Refueling

Point.
84. Interview, J. W. Leland, Office of MAC History, with

Major J. M. Reheiser, Headquarters MAC, Deputy

Chief of Staff, Plans, Tactics and Special Operations

Directorate, Combat Tactics Division, 8 March 1990.

85. Ibid; talking paper, Headquarters MAC, Deputy Chief

of Staff, Operations, Current Operations Directorate,

Contingency and Exercise Management Division,

Special Contingencies Branch, "Operation JUST

CAUSE, MAC Employment Chronology," n.d.

86. Message, Office of the Secretary of the Air Force to

Air Force Public Affairs Offices, "President Bush's

Statement on Panama, (20 Dec 89)," 202230Z

December 1989.

87. Interview, Leland with Brower, 6 March 1990;

Morganthau, "The Invasion of Panama," p 16.

88. Report, Headquarters MAC Command Surgeon,

Readiness and Aeromedical Evacuation Operations

Directorata, to Headquarters MAC, Deputy Chief of

Staff, Operations, Current Operations Directorate,

Contingency and Exercise Management Division,

"Operation JUST CAUSE Aeromedical Evacuation

(AE) After Action Report," 8 February 1990.

89. Interview, Leland with Reheiser, 8 March 1990.

90. L. Rohter, "Noriega Seeks Asylum At Vatican

Embassy; His Future Uncertain; Panamanians Cheer,"

New York Times, 25 December 1989, p 1.

91. A. Rosenthal, "Noriega Surrenders To U.S.; Is Put on

Plane For Florida For Trial On Drug Charges," New

York Times, 4 January 1990, pl.

92. "Noriega Arrives in U.S.;' Air Force Times, 15

January 1990, p 15.

225

93. Report, Headquarters MAC Director of Public Affairs,

Media Relations Division, Media Support Branch,

"MAC Plays Major Role In JUST CAUSE," 5 January

1990.

94. Ibid.

95. R. Pear, "Troops to Leave Panama in February;' New

York Times, 1 February 1990, p 8.

96. Briefing, Headquarters MAC, Deputy Chief of Staff,

Operations, to MAC Commander in Chief, "JUST

CAUSE;' 20 February 1990.

97. L. C. Benson and J. E. Hines, The United States

Military in North Alrice and Southeast Asia Since

World War /I (MacDill AFB, FL: United States Central

Command Office of History, 1988), pp 39-43.

98. A. W. Greenfield, "Exercise BRIGHT STAR: The

Projection of U.S. Military Power in Southeast Asia,"

chapter 2, unpublished study, circa 1984.

99. Oral History with Cassidy, USAF (Retired), Military

Ai"ih Command Oral History Program, Interview 112,

p 32.

100. Speech of General W. J. Dugan, Air Force Chief of

Staff, to Officers of MAC and Air Force

Communications Command, 7 August 1990, Scott

AFB, IL.

101. MAC News Service, "MAC Activates CRAF to Help

with DESERT SHIELD;' 24 August 1990.

102. MAC News Service, "CINCMAC Addresses Members

of Pentegon Press Corps," 21 August 1990.

103. Headquarters MAC, Office of Public Affairs, DESERT

SHIELD Summary, 11 December 1990.
226
APPENDICES

Psg.

I. Commanders. 1941-' 991 _................................. 228

II. Headquarters Staffs. 1941-1991 .....•......•......•..•...... 238

III. Unit Lineages (Active Units)

Twenty·First Air Force Units .........• _.•...•..•..•...... 250

Twenty-Second Air Force Units ....••.••.•••.••.••••••.... 259

Services and Others ............•..•..•...•..• , . . . . . . . . 269

IV. Command Personnel, 1941-1991 .....•..•. _.•..•..•...•..... 276

V. Command Aircraft. 1941-1991 ....•••••.••••••••••••••••.... 277

227
APPENDIX I

COMMANDERS. 1941-1991

BRIGADIER GENERAL ROBERT OLDS

Air Corps Ferrying Command. 29 May 1941-1ate March 1942

Robert Olds was born on '5 June 1896 in'Woodside. Maryland. On 15 January

1917, after one year of high school and five years in the automobile business,

Olds enlisted in the Aviation Section of the Signal Enlisted Reserve Corps at

Fortress Monroe, Virginia. In less than six months. he learned to fly. became

8 fated reserve military aviator. received 8 commission as 8 lirst lieutenant.

and assumed command of the 17th Aero Squadron at Kelly Field. Texas. For

the next 20 years. Olds built 8 strong background in training, serving as

instructor 8t Scott Field, Illinois, and Ellington Field, Texas. and as the Officer

in Charge of Training at Clermont Ferrand, France, the aviation instruction center

in the American Expeditionary Forces for bombardment aviation. After

graduating in 1928 from the Air Corps Tactical School at Langley Field, Virginia,

he remained at that station for three years as Director of Correspondence

Courses and Director of the Extension Course Department. In 1931, aIds

became operations officer for the 2d Bombardment Group, General

Headquarters Air Force, langley Field. Thereafter, in 1933, he enrolled in the

Command and General Staff School. In 1937, aIds returned to Langley as

Commander of the 2d Bombardment Group, serving as group commander for

seven 8-17 bombers on the historic goodwill flight to Brazil in February 1938.

Involved in testing and evaluating the B-17 Flying Fortress, he set a series of

altitude and non-stop transcontinental flight records, demonstrating the value

of this aircraft as an offensive weapon. Because of his expertise in long distance

navigation, on 29 May 1941, aids accepted the challenge of organizing the

Air Corps Ferrying Command to ferry planes from Canada to England. His duties entailed establishing ground installations

on both sides of the Atlantic and setting up an extensive flying force to deliver the planes. On 9 June, the first aircraft

left the factory for overseas delivery under the new command. By March 1942, Old's ferrying services (for aircraft, passengers,

mail, and miscellaneous cargo) had grown beyond the original route between Canada and Britain to include South America,

Africa, and India, with plans underway for the Pacific and Alaskan routes.

LIEUTENANT GENERAL HAROLD L. GEORGE

Ferrying Command, 1 April-19 June 1942

Air Transport Command. 20 June 1942-19 September 1946

Born 19 July 1893 in Somerville, Massachusetts, Harold l. George earned a

law degree from The George Washington University (then National University)

before beginning his military service career. Commissioned on 21 May 1917

after completing Officers' Training Camp at Fort Myer, Virginia, he was assigned

to active duty in the Cavalry Section, Officers Reserve Corps, on 5 June. Within

the year, George secured his discharge from the Cavalry and enlisted as a private

first class in order to become a flying cadet with the Aviation Section of the

Signal Reserve Corps. On 29 March 1918, he earned his wings and a

commission as a second lieutenant at love Field, Texas. After flying combat

missions in France with the 163d Day Bombardment Squadron, he was

honorably discharged in April 1919. In July 1920, George was commissioned

a second lieutenant in the Regular Army and promoted to first lieutenant on

that same day. For the next 20 years, he held various operational and command

positions, including instructor at the Air Corps Tactical School at Maxwell Field,

Alabama, and Commanding Officer of the 2d Bombardment Group, General

Headquarters Air Force, at langley Field, Virginia. In July 1941, George was

appointed Assistant Chief of the Air Staff for War Plans, Washington, DC, to

help prepare for war against Germany, and assumed command of the Ferrying

Command, later Air Transport Command, on 1 April 1942. During his tenura,

George axtended the Ferrying Command's network for moving planes, men,

and supplias around the world. He oversaw massive air transport operations

such as tha "Hump," the India-China supply line; Green Project, returning men

and equipment to the United States from Europe; and White Project, ferrying aircraft from tha Europaan to the Pacific theater.

228
MAJOR GENERAL ROBERT M. WEBSTER

Air Transport Command. 20 September 1946-30 June 1947

Robert M. Webster was born on 19 October 1892 in Boston. Massachusetts,

and enlisted 8S 8 flying cadet on 21 February 1918. In October 1918, he was

commissioned with the temporary rank. of second lieutenant and was stationed

at the Aerial Gunnery School, Carlstrom Field, Florida. Early duties provided

experience in support. training, operations, and command. During the first ten

years of his career, Webster's assignments were primarily in support areas.

including supply officer both in the continental United States and at Camp

Nichols, Philippine Islands. He returned to the United States in December 1928

and became an instructor with the Connecticut National Guard. In 1934, he

graduated from the Air Corps Tactical School at Maxwell Field, Alabama, and

remained thera as an instructor. later, he was assigned as the Chief of the

Training Section, Training and Operations Division, in the Office of the Chief

of Air Corps. In March 1942, Webster moved into the final phase of his career

with his assignment to the Operations Division in the War Department General

Staff. Five months later, he was named Commanding General of the First Air

Support Command at Mitchel Field, New York, and remained there until April

1943, when he assumed command of the 42d Bombardment Wing in the

Mediterranean theater of operations. Subsequently, Webster served as Deputy

Commander of the Twelfth Air Force and Commander of the First Tactical Air

Force, which included all French air units fighting in the war against Germany

in addition to the American fighter and bomber units. In 1945, he was given

command of the Air Transport Command's European Division. He returned to

the United States in July 1946 to serve as Deputy Commander and, in September, as Commander of ATC, during which

time he supervised the command's transition to peacetime operations and the addition of the technical services.

MAJOR GENERAL ROBERT W. HARPER

Air Transport Command, 1 July 1947-31 May 1948

Born on 7 November 1900 in Seattle, Washington, Robert W. Harper graduated

from the United States Military Academy in 1924 as a second lieutenant in

the Infantry. In September 1925, he entered the Air Corps Primary Aying School

at Brooks Field, Texas, and returned there in 1927 as the Assistant Operations

Officer, later assuming duties as Secretary of the School. In May 1928, Harper

formally transferred from the Infantry to the Air Corps. He went to Nichols Field,

Philippine Islands, in December 1930 for duty with the 4th Composite Group

and transferred to the 3d Pursuit Squadron at Clark. Field the next year. Returning

to the United States in 1932, Harper served at Chanute Field, Illinois, where

he became Post Adjutant in July 1934. Thereafter, he completed the Air Corps

Tactical School at Maxwell Field, Alabama; the Chemical Warfare School at

Edgewood Arsenal, Maryland; and the Command and General Staff School at

Fort leavenworth, Kansas. In 1938, Harper returned to the United States

Military Academy where he served a four-year assignment as a tactics officer.

In 1942, he was assigned to Headquarters Army Air Forces in Washington,

DC, as Assistant Chief of the Air Staff for Operations and later as Assistant

Chief of the Air Staff for Training. Harper was sent overseas in September 1944

to represent tt\e Army Air FOrces on the Allied Control Commission, established

for the administration of Germany. There he served as Director of the Air Control

Council Group; as Chief of the Air Division, Group Control Council; and finally,

as Director of the Armed Forces Division in the Office of Military Government

in Germany. Returning to the United States in 1947, Harper spent a month

in the War Department and at Headquarters Air Force before assuming

command of the Air Transport Command, where he oversaw the establishment of the Military Air Transport Service.

229
LIEUTENANT GENERAL LAURENCE S. KUTER

Mlttary AIr Tr.naport ServIce. 1 June 1948·14 November 1951

Laurence S. Kuter was born in Rockford, Illinois, on 28 May 1905. Graduating

from the United States Military Academy on 14 June 1927 8S 8 second

lieutenant in the Field Artillery, Kuter served with the 76th Field Artillery until

he was detailed to the Air Corps Primary Aying School in Juty 1929. After

completing the Air Corps Advanced Aying School in 1930, Kuter was assigned

8S the operations officer in the 49th Bombardment Squltdron, the 2d

Bombardment Group. and the 2d Bombardment Wmg at Langley FIekt, Virginia.

From 1934 to 1939. he held several assignments in operations and training,

including Army Air Corps airmail operations. Kuter also instructed at the Air

Corps Tactical School at Maxwell Field, Alabama. From 1939 to 1942, he was

8 member of the War Department General Staff. Assigned to the Operations

and Training Division in 1942, Kuter was a driving force behind the expansion

of the Army Air Corps and co-authored the basic plan for the organization and

employment of air power in World War II. Later, he participated in the

reorganization of the War Department. After a short tour in 1942 as Deputy

Chief of the Air Staff, Headquarters Army Air Forces, Kuter was posted to active

field duty in England and Africa, including time as the American Deputy

Commander, Northwestern African Tactical Air Force, during the Tunisian

Campaign. Called back to the States in June 1943, he served as General

Amold's Assistant Staff Officer for Air War Plans and Combat Operations until

1945. While in the Marianas as Deputy Commander of Army Air Forces, Pacific

Ocean Area, Kuter organized the United States Army Strategic Air Forces in

the Pacific. In September 1945, he returned to the United States. First given the task of consolidating several of the Air

Transport Command's wartime units for peacetime operations, he later assumed command of the neWly organized Atlantic

Division. From there, Kuter entered the diplomatic service in 1946 with his appointment as United States Minister to the

Council of the International Civil Aviation Organization. In March 1948, he became first Commander-designate of the proposed

Military Air Transport Service and then its Commander on 1 June-in time to lead MATS through the Berlin Airlift and the

beginning of the Korean War. Also, during Kuter's tenure, MATS acquired the C-124 G/obemIJ$uNlland aeromedical evacuation

responsibilities.

LIEUTENANT GENERAL JOSEPH SMITH

Mlltery Air Transport Service, 16 November 1951-30 June 1958

A native of Scranton, Pennsylvania, Joseph Smith was born on 31 October

1901. He graduated from the United States Military Academy on 12 June 1923

as a second lieutenant in the Cavalry and served in the 8th Cevalry at Fort Bliss,

Texas, Four years later, in November 1927, he entered the Air Corps Primary

Flying School at Brooks Field, Texas, Smith formally transferred to the Army

Air Corps in January 1929 while assigned to the 66th Service Squadron at

Camp Nichols, Philippine Islands. His career SUbsequently included such

assignments as pilot with the Army Air Corps mail operations in 1934; Senior

Air Force Member of the Joint War Plans Committee, Joint Chiefs of Staff,

in 1943; and Chief of Staff of both the Third Air Force in Tamp«, Aorida 119441,

and the 20th Bomber Command in India which became the Eighth Air Force

when it moved to Okinawa. Smith returned to the United States in January

1946 as Chief of Staff of the Air University at Maxwell F",Id, Alabama. In

August, he reactivated the Air Tactical School when it moved to Tyndall Field,

Florida, and served as its first COf'I'V'I"I8l\t. In 1947, Smith assumed command

of W,"baden Military Post, Germany. While serving in that capacity, he was

named Project Commander to organize the 1948 Bertin Airlift operation, and

he set up the basic traffic p«ttem and mode of operation. In 1949, Smith

returned to Washington, DC, to serve on the Air Staff in several capacities,

including Director of Plans during the North Attantic Treaty Organization's earty

development for the air defense of Europe. In November 1951, he assumed

command of the Military Air Transport Service_ Under his leadel'$hip, MATS

became the single manager operating agency for airlift. During his tenure, MATS was involved in airlift operations for the

Korean Conflict, including the return of American prisoners of war; the Suez Canal crisis, the airlift of United Nation forces;

Operation SAFE HAVEN, the transportation of Hungarian refugees to the United States; and medical evacuations of French

legionnaires from Saigon. MATS also acquired the C-133 Cllrgomllster at this time.

230
LIEUTENANT GENERAL WILLIAM H. TUNNER

Military Air Transport Service. 1 July 1958-31 May 1960

William Henry Tunner, born 14 July 1906 in Elizabeth, New Jersey. graduated

from the United States Military Academy in June 1928 and from advanced

flying schoolst Kelly Field, Texas, one year later. In 1942, Tunner was appointed

Commander of the Ferrying Division of the Air Transport Command. where he

supervised the delivery of 10,000 planes monthly from the factory to Allied

forces. later. in 1944, he commended the India-China Division of the Air

Transport Command, which supplied China by air across the Himalayas. After

the wer, Tunner assumed command of the Air Transport Command's Atlantic

Division and in 1948 served initially 8S the Deputy Commandef for Air Transport

of the newly organized Military Air Transport Service. Later that year, he

received orders to go to Wiesbaden, Germany, to direct the Allied Berlin Airlift

operation, where he initiated a new "straight-in approach" landing technique

that anabled aircraft to land in Berlin at three-minute intervals. Under Tunner's

leadership, the Berlin Airlift set new records for mass airlift and flying safety.

During the Korean War, Tunner headed the Combat Cargo Command, Far East

Air Forces, providing airlift for the initial Inchon invasion, subsequent paratroop

operations, and the advance of the 8th Army to the Yalu River. After Korea,

runner became Deputy Commander of the Air Materiel Command at WrightPatterson Air Force Base, Ohio, and in 1953, he returned to Wiesbaden as

Commander in Chief of the United Statas Air Forces in Europe, a post he held

for four years during the buildup of the North Atlantic Treaty Organization Air

Forces. Tunner was reassigned to Headquarters United States Air Force as

Deputy Chief of Staff for Operations in 1957. On 1 July 1958, he returned to strategic airlift as Commander of the Military

Air Transport Service, headquartered at Scott Air Force Base, JIIinois, where he directed the command's participation in

such actions as the lebanon and the Taiwan Crises and the BIG SLAMfPUERTO PINE exercise.

GENERAL JOE W. KELLY

Military Air Transport Service, 1 June 1960-18 July 1964

A native of Waverly, Indiana, Joe W. Kelly was born 19 January 1910. He

graduated from the United States Military Academy in 1932. After completing

flying school in 1933, Kelly worked several months as an airmail pilot and then

as a flying instructor until 1940 when ha went to Chile as a member of the

United States Military Mission. Transferred to Europe in January 1944, he

commandad the 386th Bombardmant Group. Under Kelly's laadership, this

group compiled the most outstanding record of any B-26 group in the European

theater for tha number of succassful sorties flown, tonnage of bombs dropped,

and enemy aircraft destroyed. In December 1944, Kelly was appointed to the

United States Military Academy, whera he became Director of Aviation. During

the summer of 1946, he enrolled in the Air Wer College at Maxwell Air Force

Base, Alabama, and upon graduation, served as an instructor and the Chief

of the Plans and Operations Division. He began a five and one-half year

association with the Strategic Air Command in 1948 to include commanding

the Far East Air Forces Bomber Command, Yokota Air Base, Japan. In 1953,

he served as the Director of the Air Force legislative Liaison, Washington, DC.

He became Commander of the Air Proving Ground Center, Eglin Air Force Base,

Florida, in July 1958 and assumed leadersnip of MATS as a lieutenant general

in June 1960. During nis tenure, Kelly guided tt'le command through tt'le massive

mercy airlift to Chile in 1960, tt'le long-term Congo Airlift of troops and supplies

for the United Nations, problems associated with the building of the Berlin Wall,

and the complex airlift requirements of the Cuban missile crisis of 1962. Kelly

directed MATS into the "Jet Age" when he personally piloted the first jet aircraft assigned to the command, a C-135

Stratofifter, from the Boeing factory in Renton, Washington, to MATS' Eastern Transport Air Force at McGuire Air Force

Base, New Jersey. MATS also acquired the C·130E Hercules during his tenure. Promoted to the rank of full general on 6

June 1963, Kelty became the first four-star general of the Military Air Transport Service.

231
GENERAL HOWELL M. ESTES. JR.

Military Air Transport Service. 19 July 1964-31 December 1965

Mlfftary Ah1ift Command. 1 January 1966-31 July 1969

Howell M. Estes. Jr., born 18 September 1914 in Fort Oglethorpe, Georgia.

graduated. from the United States Military Academy in 1936. Initially appointed

8S platoon and troop commanding officer of the 7th Cavalry. he later served

8S Aide to the Commanding General at Headquarters, 1st Cavalry Division.

During World War II, his assignments included flight instructor and Commandant

of Cadets at Brooks Field, Texas; Commander of Blackland Army Air Base.

Waco. Texas; and Commander of Lubbock Army Air Field. LUbbock. Texes.

In 1946. he became Chief of the Plans and Policy Branch, Operations Division,

United States Air Forces in Europe, at Wiesbaden, Germany. and held a number

of other staff positions with the command, including Assistant Chief of Staff

for Plans. Upon retuming to the United States in 1949, Estes completed courses

at the Air War College, Maxwell Air Force Base, Alabama, and was assigned

to March Air Force Base, California, where he assumed command of the 1st

Air Base Group. He then became Commander of the 22d Bombardm~mtWing

and in January 1951, Commander of the 44th Bombardment Wing at March

Air Force Base. From March through July 1951, during the Korean War, he

was assigned as Vice Commander of Far East Air Forces Bomber Command

and flew 25 combat missions in B-29 Superfortresses. Estes was selected to

command the 320th Bombardment Wing at March in August 1951, with the

additional duty of designated Commander, Air Task Group 7.4, Joint Task Force

Seven, which supervised the overseas atomic test, Operation CASTLE. During

the operational phase, he spent four months at the Pacific Proving Grounds

on Eniwetok Island. Beginning July 1954, he served at the Wright Air Development Center of the Air Research and Development

Command at Wright-Patterson Air Force Base, Ohio, and became Assistant Deputy Commander for Weapons Systems.

Transferred to Headquarters, United States Air Force, Washington, DC, as Assistant Chief of Staff, Air Defense Systems.

Estes was reassigned as Assistant Deputy Chief of Staff for Operations in June 195B. In April 1961, he was selected as

Deputy Commander for Aerospace Systems, Air Force Systems Command, and the next year was named Vice Commander

of AFSC at Andrews Air Force Base, Maryland. In July 1964, Estes assumed command of the Military Air Transport Service,

where he directed airlift support for: the Dominican Crisis in 1965, numerous operations in Vietnam, the Apollo moon missions,

and the return of the USS Pueblo crew in 1969. Under Estes, the command also acquired the first C-141 Starlifters and

C-9A Nightingales.

GENERAL JACK J. CATTON

Mllftary Airlift Commend, 1 August 1969-11 September 1972

Born 5 February 1920, Jack J. Catton attended Santa Monica Junior College

and Loyola University, Los Angeles, California. He entered the Army Air Corps

in 1940 as an aviation cadet and received his commission as a second lieutenent

in February 1941. During the earty years of World War II, he served as an

instructor pilot at Barksdale Field, Louisiana, and Hendricks Field, Florida, and

as a squadron commander at Lockbourne Field, Ohio. Catton flew the first B-29

Superfortres$ across the Pacific to the Mariana Islands in 1944 and served with

the XXI Bomber Command, flying missions against Japan. While assigned to

the 65th Bombardment Squadron in 1946 and 1947, he participated in the

first two atomic weapons tests, Operation CROSSROADS and Project

SANDSTONE. Beginning in June 1948, Catton served as commander of three

of the Strategic Air Command's air divisions and in the fall of 1948 became

Chief of Requirements Branch in Plans at SAC headquarters, recently moved

to Offutt Air Force Base, Nebraska. In 1950, after a successful bout with polio,

Catton moved to March Air Force Base, California, to serve as Director of

Operations for the 22d Bombardment Wing and later fitled the same position

for the 12th Air Division. He flew missions with the Far East Air Forces against

North Korea. In July 1959, Catton assumed command of the 817th Air Division,

Pease Air Force Base, New Hampshire, as the youngest brigadier general in

the Air Force. He was assigned to Headquarters of the United States Air Force

from February 1964 to July 1966, first as Director of Operational Requirement

and then as Deputy Chief of Staff for Programs and Requirements. He served

next as Commander of SAC's Fifteenth Air Force, March Air Force Base. Catton became Commander of the Military Airlift

Command 1 August 1969. Primary among his accomplishments at MAC were the introduction of the C-5 Galaxy and airlift

operations to Southeast Asia.

232
LIEUTENANT GENERAL GEORGE B. SIMLER

A native of Johnstown, Pennsylvania, George Simler was born 16 February 1921. He graduated from the University of

Maryland and was commissioned in August' 942. Simler served two combat tours in the European theater during World

Waf 11. Shot down in July 1944. he evaded capture and successfully made his way back to the Allied lines in September

, 944. Simler returned to the University of Maryland in 1946 8S the first professor of Air Science and Tactics. Following

assignments 8S Commander of the 86th Fighter-Bomber Group and the 355th Fighter Group, he was assigned to the United

States Air Force Academy 88 Director of Athletics. Simler graduated from the National Waf College in 1961 and became

Commander of the 18th Tactical Fighter Wing, Kadena, Okinawa, which was tha first Pacific Air Forces organization to

convert to the F-105 Thunderchief. After serving as Commander of the Tactical Fighter Weapons Center, Nellis Air Force

Base, Nevada, Simler went to Southeast Asia, where he was Director of Operations for the Seventh Air Force. Thereafter,

Simler was assigned in August 1967 to Headquarters United States Air Force as Director of Operations. In July 1969, he

became Vice Commander in Chief of the United States Air Forces in Europe, prior to taking command of the Air Training

Command. Simler was to be promoted to the rank of general on 12 September 1972 the day he would take command of

the Military Airlift Command; however, he was killed in the crash of a T-38 TaJon at Randolph Air Force Base. Texas. on

9 September. while en route to Scott Air Force Base.

LIEUTENANT GENERAL JAY T. ROBBINS

Interim commander. MINtatV Alrtift Command. 12-25 September 1972

Jay T. Robbins, a native of Coolidge, Texas, was born 16 September 1919. He graduated From Texas A&M University

in 1940 and entered the Army Air Corps in July 1941. In September 1942, during World War II, Robbins was assigned

to the 80th Fighter Squadron. 8th Fighter Group of the Fifth Air Force in the Southwest Pacific area. He became Commander

of the squadron and Deputy Commander of the group. Robbins flew combat missions in P-38 and P-39 aircraft, and his

22 aerial victories against Japanese fighters was the fourth highest number of enemy aircraft destroyed by an Army Air

Corps pilot in the Pacific theater. Robbins was assigned as Commander of the 434th Army Air Forces Base Unit at Santa

Rosa Field, California, from February to November 1945. He later held several key staff positions in plans and operations

at Headquarters Tactical Air Command, langley Air Force Base, Virginia, and other operational positions at Headquarters

Twelfth Air Force, Brooks Air Force Base, Texas. Robbins went on to become a member of the Joint Strategic Plans Group,

Joint Chiefs of Staff; Commander of the 313th Air Division; and Chief of Staff, Pacific Air Forces. He was named Vice

Commander of the Tactical Air Command, langley Air Force Base, Virginia, where he remained until August 1972, when

he became Vice Commander of the Military Airlift Command. After Simler's fatal aircraft accident, Robbins served as the

interim Commander of MAC, returning to the position of Vice Commander upon General Carlton's selection.

233
GENERAL PAUL K. CARLTON

Military Airlift Command. 26 September 1972-31 March 1977

Paul K. Carlton, born 14 April 1921 in Manchester, New Hampshire, attended

the University of Pittsburgh, Ohio University. and The George Washington

University. He received his pilot wings and commission from the Army Air Corps

aviation cadet program in April 1942. An instructor for the B·17 Flying Fortress

with the Air Training Command until 1944, he then flaw 350 combat hours

aboard 8-29 Superfortresses with the first group operating against the Japanese

mainland from India and China. Following World Waf II, from January 1946

to September 1949, he served with the Strategic Air Command's first atomic

bomb organization, the 509th Bombardment Wing at Roswell Air Force Base.

New Mexico. Thereafter, Carlton was assigned as aide-de-camp to General

Curtis E. LeMay, the Strategic Air Command Commander in Chief, and then

held severel key positions at SAC's headquarters, numbered air forces, and

wings. These included: Commander of the 1st Strategic Aerospace Division

at Vandenberg Air Force Base, California, in August 196B and Commander of

the Fifteenth Air Force at March Air Force Base, California, where he served

until September 1972 when he assumed command of the Military Airlift

Command. On 1 February 1977, when MAC was designated a specified

command. General Carlton's title changed to Commander in Chief of MAC.

Under his leadership, Military Airlift Command personnel participated in the

Southeast Asia prisoner of war release, Operation HOMECOMING; the airlift

to Israel, Operation NICKEL GRASS; the consolidation of strategic and tactical

assets; and many humanitarian operations, including the airlift of Vietnamese

and Cambodian orphans to their new homes in the United States and the massive air evacuation of Vietnamese refugees.

GENERAL WILLIAM G. MOORE. JR.

Mllttary Airlift Command. 1 April 1977-30 June 1979

A native of Waco, Texas, William G. Moore, Jr., was born on 18 May 1920.

He began his military career in 1940 by enlisting in the Army Air Corps as an

aviation cadet and received a commission as a second lieutanant in May 1941.

During World War II, Moore commanded the 777th Bombardment Squadron

under the Fifteenth Air Force in Italy, logging 35 combat missions in B-24

Liberators. In the Korean War, he commanded the 3d Bombardment Group

based at Kunsan, leading 65 combat missions in B-26 medium bombers. From

January 1953 to August 1956, Moore served at Headquarters United States

Air Force in the Directorate of Operations, and from August 1957 to 1961,

he was assigned to Headquarters United States Air Forces in Europe as the

Assistant Deputy Chief of Staff for Operations. He entered the National War

College in August 1961 . A year later, in August 1962, Moore began his airlift

career commanding the 314th Troop Carrier Wing, Sewart Air Force Base,

Tennessee, and then in September 1963, he became Commander of the 839th

Air Division, also at Sewart. While there, Moore directed Project CLOSE LOOK,

the springboard for today's tactical airlift tactics and procedures, and served

as airlift commander for several large-scale exercises, including the BIG LIFT

deployment to Europe. From March 1965 until October 1966. Moore was the

Deputy Director of Operations, United States Strike Command. In November

1966, he became Commander of the B34th Air Division at Tan Son Nhut Air

Base in Vietnam. Thereafter, in December 1967, Moore returned to

Headquarters United States Air Force. He became Commander of MAC's

Twenty-Second Air Force in February 1970 and assumed command of the Thirteenth Air Force in September 1972. He

was assigned as Chief of Staff of the Pacific Command in October 1973 and subsequently served as Assistant Vice Chief

of Staff of the United States Air Force with the additional duty of Senior Air Force Member, Military Staff Committee, United

Nations, from October 1976 until April 1977 when he took command of the Military Airlift Command. While at MAC. Moore

directed airlift operations that supported relief to the snowbound northeast United States; ma}or force deployments to Europe

and Asia, as part of joint service exercises; withdrawal of Americens from Ethiopia; airlift of United Nations' peacekeeping

forces to the Middle East; and the American airlift to Zaire.

234
GENERAL ROBERT E. HUYSER

Military Airlift Command. 1 July 1979-25 June 1981

Born on 14 June 1924 in Paonia, Colorado, Robert E. Huyser enlisted in the

Army Air Corps in April 1943 and graduated from flying school in September

1944. During World Waf II, he flaw 8-29 bombers in the Southwest Pacific

aree. During the Korean War. he was transferred to the Far East Air Forces

Bomber Command 8S Chief of Combat Operations and flew combat missions

in 8-29 Superfortresses with the 98th Bombardment Wing. Returning to the

United States in September 1953, Huyser became Chief of the Combat Crew

Section, Fifteenth Air Force. In February 1957, he was designated Chief of

the Training Division for the 92d Bombardment Wing and later was named the

wing's Director of Operations. Assigned to Headquarters Fifteenth Air Force

in January 1959, he served as Chief of the Operations Plans Division and

thereafter as Chief of the Concapts Branch in the Operations Plans Division

at Headquarters Strategic Air Command. In July 1966, Huyser became Vice

Commander of the 454th Bombardment Wing and later that same year assumed

command of the 449th Bombardment Wing. When he retumed to Headquarters

SAC in April 196B, he was assigned to the office of the Deputy Chief of Staff

for Operations as the Director of Command Control. In February 1970, Huyser

was appointed Director of Operations Plans and Chief of the Single Integrated

Operational Plan Division for the Joint Chiefs of Staff. In June 1972, he was

transferred to Headquarters United States Air Force, working as the Director

of Plans. In April 1973, Huyser became the Assistant Deputy Chief of Staff

for Plans and Operations, assuming duties as the Deputy Chief of Staff for Plans

and Operations in November 1973. Prior to taking command of MAC, he served as Deputy Commander in Chief of the United

States European Command. Under Huyser'S direction, MAC supported the Rapid Deployment Joint Task Force and aided

important humanitarian efforts, to include relief for earthquake victims in Portugal, Italy, and Algeria. The dramatic return

of the hostages from Iran occurred during his watch.

GENERAL JAMES R. ALLEN

Milit8ry Airfift Comm8nd. 26 June 1981-29 June 1983

A native of Louisville, Kentucky, James R. Allen was born 17 November 1925.

He graduated from the United States Military Academy in 1948; from the Army

Command and Genaral Staff College, Fort Leavenworth, Kansas, in 1960; and

the Industrial College of the Armed Forces, Fort Lesley J. McNair, Washington,

DC, in 1965. He also received a master of science degree in business

administration from The George Washington University. After earning his pilot

wings in 1949, Allen flew fighter aircraft in the Philippines, and during tha first

two months of the KOl"ean War, he participated in combat missions as a member

of a volunteer squadron in the South Korean Air Force. He later served as an

aide to the commander of the Fifth Air Force. Allen's first assignment in Europe

extended from December 1956 to July 1959 at Ramstein Air Base, Germany.

During this time, he had duties as flight commander, operations officer, and

later, es Executive Officer to the Director of Plans at Headquarters United States

Air Forces in Europe. In 1966, he was assigned to Cam Ranh Bay Air Base,

Republic of Vietnam, where he flew RF·4C Phantom lis and became Deputy

Commander for Operations of the 12th Tactical Fighter Wing. Allen held

positions at virtually every level of the Air Force including: Chief of Staff,

Strategic Air Command, September 1973; Special Assistant to the Chief of

Staff, Headquarters United States Air Force, January 1974; Superintendent

of the United States Air Force Academy, August 1974; Chief of Staff, Supreme

Headquarters Allied Powers Europe in Belgium, July 1977; and Deputy

Commander in Chief, United States European Command, July 1979. Allen

directed MAC's support of such diverse operations as the evacuation of foreign citizens during a coup attempt in Gambia,

famine reliaf in Chad, and BRIGHT STAR 82, the longest nonstop parachute assault mission ever executed. MAC also

established the Twenty·Third Air Force during Allen's tanure, assuming responsibilities for all Air Force special operations

forces.

235
GENERAL THOMAS M. RYAN, JR.

Military AirHft Command. 30 June 1983-19 Sept_mb... 1985

Born 10 December 1928 in Detroit, Michigan. Thomas M. Ryan, Jr., received

8 bachelor of science degree in military science from the University of Omaha

in 1965 and completed a master's degree in international affairs from The

George Washington University, Washington, DC. in 1968. He began his military

career as an aviation cadet in September 1949 and received his commission

as a second lieutenant from Reese Air Force BaS8. Texas, in October 1950.

Ryan had flying assignments with the Strategic Air Command until July 1953

when he entered the observer training school at Ellington and James Connally

Air Force Bases. Texas. From May 1954 to June 1962. he seeved as II 8-47

Stratojftt pilot. crew aircraft commander, instructor pilot•. and squadron

operations offICer. Ryan transferred to SAC headquarters in June 1962 as a

staff officer in the Weapons Mllintenance Division and later joined the SR·71

equipped 4200th Strategic Reconnaissance Wing in February 1965, where he

served as Chief of the Quality Control Division and later as Chief of the

Maintenance Control Division. Upon gradulltion from the Air War College in

July 1968, he attended RF4C combat crew training and then joined the 432d

Tactical Reconnaissance Wing lit Udorn Royal Thai Air Force Base, Thailand,

as a maintenance control officer and Illter as Chief of Maintenance. During this

assignment, he flew 114 combat missions in the RF-4C Phantom II. Ryan

returned to the United States in April 1970 to serve on the staff of the Inspector

General at Headquarters United States Air Force, and afterwards as VICe

Commander and then Commander of the 379th Bombardment Wing. He

completed a temporary tour of duty between 1972 and 1973 as Commander of the 303d Consolidated Aircraft Maintenance

Wing and also participated in the LINEBACKER II campaign &gainst North Vietnam. Ryan again held assignments at

Headquarters SAC and United States Air Force until Octobef 1977 when he became Vice Commander in Chief of the Military

Airlift Command. In July 1981, he assumed command of the Air Training Command, where he remained until named

Commander in Chief of MAC in June 1983. Under Ryan's leadership, MAC personnel participated in exercises such as AHUAS

TARA in Honduras and AUTUMN FORGE in Europe and provided airlift support for the Marines in lebanon and Operation

URGENT FURY in Grenada.

GENERAL DUANE H. CASSIDY

Mllitery Airtift Commend, 20 September 1985-21 September 1989

Duane H. Cassidy was born 24 November 1933 in Coraopolis, Pennsylvania.

He received a bachelor of science degree from the University of Nebraska in

1968 and a master's degree from Troy State University in 1975. later Cassidy

attended the J.l. Kellogg Graduate School of Management at Northwastern

University and Harvard University's program in national and international

security affairs. Commissioned as a second lieutenant upon completion of

aviation cadat training in 1954, he attended navigator training at Harlingen and

James Connally Air Force Bases, Texas. Initially assigned to the Military Air

Transport Service, Cassidy flew B-25 Mitchells with the Air Weather Service's

6th Weather Group, and then transferred to the Air Rescue Service's 49th Air

Rescue Squadron. During these assignments, he participated in numerous

rescue and weather reconnaissance missions, including the hydrogen weapons

test in 1956 at Eniwetok Atoll in the Marshall Islands. In December 958,

Cassidy left his duties as navigator to enter pilot training. Therellfter, he flew

8-47 StTtltojets with the Strategic Air Command. From November 1965 until

September 1968, Cassidy was the aide to the commander lind later the air

operations offICeI' at the 81 Oth Strlltegic Aerospace Division before transferring

to the Seventh Air Force's Tactical Air Control Center in the Republic of Vietnam.

After returning to the United States in October 1969, Cassidy's assignments

included: Commander of the 8th Military Airlift Squadron, McChord Air Force

Base, Washington; VICe Commander and Commander of the 63d Military Airlift

Wing at Norton Air Force Base, California; Deputy Chief of Staff fOf Operations

at Headquarters MAC; and Commander of the Military Airlift Command's Twenty-First Air Force at McGuire Air Force Base,

New Jersey. After serving as Deputy Chief of Staff for Manpower and Personnel at Headquarters United States Air Force,

Cassidy assumed command of the Military Airlift Command in September 1985 and of the United States Transportation

Command upon its activation on 1 October 1987. He directed MAC's support of military operations in lebanon, Grenada,

the Persian Gulf, lind Panama; the INF treaty implementation; and humanitarian relief efforts such as the critical earthquake

missions to Mexico City, San Salvador, and Armenia.

236
GENERAL HANSFORD T. JOHNSON

Milttary Airlift Command. 22 September 1989-

Born 3 January 1936 in Aiken, South Carolina, Hansford T. Johnson attended

Clemson College, graduated from the United States Air Force Academy in 1959

8S the outstanding senior in thermodynamics and aerodynamtcs. and rM:eived

II master's degree in aeronautics from Stanford University in 1967 and II

master's in business from the University of Colorado in 1970. Johnson earned

his navigator wings while II cadet 8t the academy and his pilot wings 8t Laredo

Air Force Base, Texas. in July 1960. During his first operational assignment,

he flew C·, 30 Hercules transports throughout Europe, Africa, the Middle East,

and West Asia with the 317th Troop Carrier Wing, Evreux Air Base. France.

and continued flying with the 317th when the wing transferred to Lockbourne

Air Force Base, Ohio. After completing graduate schoolat"Stanford in 1967,

Johnson volunteered for duty in Vietnam, where he served as a forward air

controller in support of the Republic of Vietnam Army and United States Marine

Corps forces in the northern provinces and the demilitarized zone. He also

directed taeticaI cJose air support strike missions against enemy supply, storage,

vehicle, and troop targets as well as flew night missions along the Ho Chi Minh

trail. From May 1968 to July 1971, Johnson was an instructor and Assistant

Professor of Aeronautics at the Air Force Academy. He then served in the Plans

Directorate at Headquarters United States Air Force, Washington, DC,

developing and evaluating military strategy. After graduating from the National

War College in June 1976, his assignments led him to the 93d Bombardment

Wing, Castle Air Force Base, California, as Vice Commander; to the 22d

Bombardment Wing at March Air Force Base, California, as Commander; and in February 1981 to Strategic Air Command

Headquarters, Offun Air Force Base, Nebraska, as Assistant Deputy Chief of Staff for Plans. Johnson served in other positions

related to programs and evaluation until December 1986, when he became Vice Commander in Chief of the Pacific Air Forces,

Hickam Air Force Base, Hawaii. In August 1987, he was assigned as Deputy Commander in Chief of the United States

Central Command, MacDiIl Air Force Base, AOOda, during American operations in the Persian Gulf and was appointed Director

of the Joint Staff, Joint Chiefs of Staff, in November 1988. He assumed command of MAC on 22 September 1989. Under

Johnson's leadership, MAC made a significant contribution to Operations JUST CAUSE in Panama and DESERT SHIELD

in the Middle East.

237
APPENDIX II

HEADQUARTERS STAFFS. 1941-1991

VICE COMMANDER IN CHIEF

This position was not established until 1943. During the Air Transport Command period it was identified as Deputy

Commander.

Brig Gan Cyrus R. Smith

Brig Gan Gordon P. Saville

Brig Gan Harold Q. Hughlin

Reaf Admiral John P. Whitney

Reaf Admiral Hugh H. Goodwin

Rear Admiral Thomas B. Williamson

Maj Gan Ernest M. Moore

Maj Gen Frederic E. Glantzberg

Maj Gan Raymond J. Reeves

Maj Gan Glen R. Birchard

MlIj Gen Robert A. Breitweiser

Maj Gan George $. Boylan. Jr.

It Gan James W. Wilson

It Gan James C. Sherrill

It Gen Jay T. Robbins

It Gan Daniel James, Jr.

It Gan John F. Gonge

It Gen Thomas M. Ryan. Jr.

It Gan Robert F. Coverdale

It Gen Spence M. Annstrong

It Gan Robert O. Springer

It Gan Anthony J. Burshnick

8rig Gen Cyrus R. Smith

Brig Gen Bob E. Nowland

Brig Gen Harold R. Harris

Col James H. Dougles, Jr.

Col James W. Aston

Brig Gen Milton W. Arnold

Brig Gen William F. McKee

Col George W. McGregor

Brig Gen Gordon P. Saville

Col Morris J. lee

Col C. E. Crumrine

Brig Gen Harokl Q. Hughlin

Col Donak! W. Brenner

Col Millard A. Ubby

Col Wentworth Goss

Col Thomas D. Ferguson IActingl

Brig Gen Brooke E. Allen

Maj Gen Ernest MOOfe

Maj Gen Frederic E. Glan~berg

Maj Gen Raymond J. Reeves

Brig Gen James C. Sherrill

Col Roland J. Barnick

Maj Gen Raymond J. Reeves

Maj Gen Glen R. Birchard

Col Courtney l. Faught

Col Edward l. Jones

CHIEF OF STAFF

238

30 Jul 43

1 Jun 45

15 Apr 47

1 Jun 48

14 Feb 51

18 Aug 53

24 Aug 55

15 Jut 57

13Jul59

15 Jut 63

1 Aug 66

18 Feb 67

1 Aug 67

1 Feb 70

1 Aug 72

1 Sep 74

1 Sep 75

1 Oct 77

1 Aug 81

1 Sep 85

8 Jul 87

1 Sep 88

6 Jul 42

1 Aug 43

1 Aug 44

1 Oct 45

1 Nov 45

15Nov45

1 Jan 46

15 Aug 46

15 Nov 46

15Jan47

15 Feb 47

15Apr47

1 Jul47

1 Jun 48

19 Aug 49

Jun 52

Aug 52

17 Jul 54

May 57

13Jul59

OCt 60

10 Jul 61

1 Oct 61

15Jul63

19Jul65

18Jul66

31 May 45

14 Apr 47

.31 May 48

13 Feb 51

17 Aug 53

23 Aug 55

14 Jul 57

12Jul59

14 Jul 63

31 Jul 66

17 Feb 67

31 Jul 67

31 Jan 70

31 Jul 72

31 Aug 74

31 Aug 75

30 Sep 77

31 Jul 81

31 Aug 85

7 Jul 87

31 Aug 88

30 Jul 43

31 Jul 44

30 Sap 45

31 Oct 45

14 Nov 45

31 Dec 45

14 Aug 46

14 Nov 46

14 Jan 47

14 Feb 47

14 Apr 47

30 Jun 47

31 May 48

18 Aug 49

Jun 52

Aug 52

16 Jul 54

May 57

12 Jul 59

OCt 60

9 Jul 61

30 Sap 61

14 Jul 63

18 Jul 65

17 Jul 66

12Jul68
Col Donald A. Gaylord

Maj Gen William V. McBride

Position Vacant

Maj Gen Gilbert L. Curtis

Maj Gen Ray M. Cole

Position Vae.tnt

Brig Gen (Maj Gen) lester T. Kearney, Jr.

Maj Gen William A. Dietrich

Brig Gen (Maj Gen) Harry A. Morris

Maj Gen John W. Coliens III

Brig Gen (Mal Gen) Emil N. Block, Jr.

Maj Gen Robert F. Coverdale (Acting)

Brig Gen James L. Gardner, Jr. (Acting)

Brig Gen IMaj Gen) James L. Gardner, Jr.

Brig Gen Jack W. Sheppard

Brig Gen Paul A. Harvey

Maj Gen William E. Overacker

Maj Gen William H. Sistrunk

13 Jul 68

1 Mar 70

1 Sap 71

16 Sap 71

6 Jul 72

1 Mar 73

16 Mar 73

7 Oct 73

28 Aug 75

1 Jul 77

1 Nov 78

26 Nov 79

22 May 80

29 Jul 80

21 Nov 83

25 Jul 85

1 Nov 86

26 Jan 90

28 Feb 70

31 Aug 71

15Sap71

5 Jul 72

28 Feb 73

15 Mar 73

6 Oct 73

27 Aug 75

30 Jun 77

31 Oct 78

25 Nov 79

21 May 80

28 Jul 80

20 Nov 83

24 Jul 85

31 Oct 86

25 Jan 90

SENIOR ENLISTED ADVISOR

This position was called Chief Master Sergeant of MAC and Senior Airman Advisor befOfe receiving its cunent designation.

CMSgt Conrad F. Stevens

CMSgt Robert M. Colpin

CMSgt Robert G. White

Vacant

CMSgt Joe W. Ward

CMSgt Otto H. Lensch III

CMSgt Edward A. Henges

CMSgt James R. Vitalie

CMSgt Harry E. Davis

CMSgt Carl A. Roberts

CMSgt Charles K. Ray

CMSgt Rk:hard A. Young

OPERATIONS

10 Apr 67

25 Feb 70

1 Jun 72

26 Sep 73

23 Jun 75

1 Jul76

2 Aug 77

10 Jul 80

14 Jan 81

15Jun84

9 Sap 85

1 Nov 89

24 Feb 70

31 May 72

25 Sep 73

22 Jun 75

30 Jun 76

1 Aug 77

9 Jul 80

31 Dec 80

14 Jun 84

8 Sop 85

31 Oct 89

This function was known by various titles: Operations Officer, Assistant Chief of Staff, Operations, and Deputy Chief of

Staff, Operations. On 5 July 1948 a position, Deputy Commander, Air Transport, was created but left unmanned when

Maj Gen William H. Tunner was selected to head the Airlift Task Force for the Berlin Airlift. On 1 February 1949 the office

of Deputy Commander, Operations, was created and assumed most of the functions of the office of Deputy Commander,

Air Transport. Deputy Commander, Operations, was abolished in 1951, but Director of Operations was continued until 1

April 1953 when it became Deputy Chief of Staff, Operations. Merged into Operations and Transportation on 1 January 1991.

Maj Thomas l. Mosley

Cot Lawrence G. Fritz

Cot Harold R. Harris

Col George E. Gardner

Cot Henry C. Kristofferson

Brig Gen Milton W. Arnold

Col Joseph D. Lee

Col Karl Truesdell

Col Jesse Auton

Maj Gen William H. Tunner

Capt (USN) Calvin E. Wakeman (Acting)

Capt (USN) Joseph I. Taylor (Acting)

Maj Gen William H. Tunner

Capt (USN) Joseph I. Taylor

Col Theodore R. Milton

Col Francis C. Gideon

239

29 May 41

6 Jul 42

Sap 43

17 Aug 44

11 Jan 45

9 Oct 45

Jan 46

Mar 46

Aug 47

5 Jul 48

28 Jul 48

Nov 48

10 Oct 49

19Feb51

15Apr51

1 Aug 52

5 Jul 42

Sop 43

16 Aug 44

10 Jan 45

8 Oct 45

Jan 46

Mar 46

Aug 47

4 Jul 48

27 Jul 48

Nov 48

9 Oct 49

18 Feb 51

14 Apr 51

31 Jul 52

27 Jun 54
Brig Gen (Maj Gen) Albert T. Wilson. Jr.

Maj Gen Glen R. Birchard

Maj Gan George B. Dany

Maj Gan Joseph A. Cunningham

Brig Gan (Maj Gan) Courtney L. Faught

Maj Gan William V. McBride

Brig Gan James A. Hill

Brig Gan (Maj Gen) Clare T. Ireland

Brig Gan (Maj Gan) Alden G. Glauch

Brig Gan Harry A. Morris

Brig Gan Chartes C. lrions

Brig Gen (Maj Gen) Edward J. Nash

Brig Gan (Maj Gen) James I. Baginski

Brig Gan (Maj Gen) Duane H. Cassidy

Maj Gen Donald D. Brown

Maj Gen William E. Overacker

Maj Gen Donald A. logeais

Maj Gen James D. Kellim

Maj Gen (Sel) James J. leCleir

Maj Gen Vernon J. Kondra

28 Jun 54

16 Apr 58

1 Nov 61

1 Jul 63

19Jul66

1 Sep 69

1 Mar 70

1 Mar 71

22 Jul 72

19 May 75

1 Sep 75

20 Jul 77

19 Mar 79

1 Aug 81

12 Sep83

17 Oct 84

1 Nov 86

29 Jun 87

30 Mar 90

23 Aug 90

AIR TRANSPORTATION

15Apr58

31 Oct 61

30 Jun 63

18 Jul 66

31 Aug 69

28 Feb 70

28 Feb 71

21 Jul 72

18 May 75

31 Aug 75

13Jul77

18Mar79

31 Jul 81

11 Sep83

16 Oct 84

31 Oct 86

28 Jun 87

1 P.pr 90

23 Aug 90

31 Dec 90

Established as Deputy Chief of Staff. Air Transportation on 15 April 1976. Merged into Operations and Transportation on

1 January 1991.

Col John Ford

Brig Gen Chartes B. Knudson

Brig Gen (Maj GanIIUSA) Orlando E. Gonzales

Col IBrig Gen) John E. Griffith

Col Clarence H. Undsey. Jr.

Col IUSA) Reinhard M. Lou

Col Eart B. Boyanton, Jr.

C~ David W. Morley

15 Apr 76

17 May 76

5 May 79

30 Jul 79

10 Sep 82

25 May 85

20 Jan 87

25 May 90

17 May 76

4 May 79

29 Jul 79

9 SeP 82

24 May 85

19 Jan 87

24 May 90

31 Dec 90

OPERATIONS AND TRANSPORTATION

Established as Deputy Chief of Staff, Operations and Transportation on 1 January 1991.

Maj Gen Vernon J. Kondra 1 Jan 91

PLANS AND PROGRAMS

Initiated as the Assistant Chief of Staff Plans during the Air Transport Command era. this function then became part of

Plans and Operations under the Military Air Transport Service. On 1 April 1953, Deputy Chief of Staff. Plans became a

separate function &gain. Redesignated Deputy Chief of Staff, Programs and Resources, effective 1 May 1989; redesignated

Deputy Chief of Staff, Plans and Programs. 20 September 1989.

Mr (C~) Harold Harris

It C~ (Col) Grant Mason. Jr.

It Col Samuel E. Gates

Col Jack W. Hickman

It Col Eart B. Young

Col Jesse Auton

Capt (USN) Robert W. Morse

Capt IUSN) Robert G. Armstrong

Capt IUSN) Harry P. Badger

Col Edward G. Yorit

Col IBrig Gen) Richard F. Bromiley

Brig Gen (Maj Gen) Jack G. Merrell

240

6 Jul 42

15 Mar 43

26 Sep 44

4 Oct 45

Aug 47

1 Jun 48

7 Aug 48

1 Jul 52

7 Feb 55

1 Nov 55

21 Jul 58

Aug 60

20 Feb 43

25 SeP 44

3 Oct 45

Aug 47

1 Jun 48

6 Aug 48

30 Jun 62

6 Feb 65

31 Oct 55

20 Jut 58

Aug 60

4 Jan 62
Col Sterling P, Bettinger

Maj Gen Reginald J. Clizbe

Maj Gen James C. Sherrill

Mr John F, Shea IActing)

Brig Gen IMaj Gen) George S. Boylan, Jr,

Brig Gen IMaj Gen) Gilbert L. Curtis

Brig Gen Donald A, Gaylord

Maj Gen Ralph G. Taylor

Br~ Gen IMaj Gen) Ray M, Cole

Maj Gen Clare T. Ireland, Jr.

Brig Gen IMaj Genl William A. Dietrich

Vacant

Brig Gen IMaj Genl Thomas A. Aldrich

Brig Gen IMaj Genl John W. Callens III

Brig Gen (Maj Genl Robert F. Coverdale

Brig Gen (Maj Genl Donald 0, Brown

Brig Gen (Maj Genl Claudius E, Watts III

Brig Gen Anthony J. Burshnick

Maj Gen Richard J. Trzaskoma

Maj Gen Vernon J. Kandra

Maj Gen James C. McCombs

5 Jan 62

12Jul62

1 Jul64

23 Jul 65

1 Oct 65

3 Jul 68

Aug 69

Dec 69

1 Mar 71

21 Jul 72

31 May 73

7 Oct 73

15 Feb 74

6 Aug 75

11 Aug 77

2 Jun 80

12 Sap 83

27 Jul 84

17 Nov 86

1 Aug 89

27 Aug 90

11 Jul62

30 Jun 64

22 Jul 65

30 Sap 65

2 Jul 68

Aug 69

Dec 69

28 Feb 71

20 Jul 72

30 May 73

6 Oct 73

14 Feb 74

5 Aug 75

10 Jul 77

23 May 80

11 Sap 83

26 Jul 84

22 Oct 86

31 Jul89

23 Aug 90

CINCMAC ANALYSIS GROUP

Established 15 July 1987, Effective 20 November 1989. this special staff agency was incorporated without any change

in personnel into the Plans and Programs deputate as the Command Analysis Group. a directorate.

Col Robert C. Roehrkasse 15 Jul87 20 Nov 89

COMMANO ANO CONTROL INTEGRATION MANAGEMENT

Created on 1 August 1987. Merged into Requirements on 20 September 1989.

It Cot Richard G. Poff

REQUIREMENTS

1 Aug 87 20 Sep 89

Established as Deputy Chief of Staff. Requirements on 20 September 1989.

Maj Gen Frank E. Willis

LOGISTICS

20 Sep 89

This position has been known by various titles: Assistant Chief of Staff Materiel and Supply. Assistant Chief of Staff Supply

and Services, and Director of Base Services and Supply. Effective 1 April 1953. Deputy Chief of Staff. Materiel. Renamed

Deputy Chief of Staff, Logistics on 1 January 1972. Merged into Logistics and Engineering on 1 January 1991.

It Col Harold Hartney

It Col Frank E. Powell

Col G80fge F. Lewis

Col James W. Aston

Col Morgan W. McCall

It Col Jack L. Armstrong

Col Robert E. Cron, Jr.

Col Theodore J. Koenig

It Col Ralph B. Uster

Col Ray A. Dunn

Col George F. Kinzie

Col Cart W. Carlmark

24'

29 May 42

6 Jul 42

17 Mar 43

1 May 44

4 Oct 45

16 Dec 45

1 Jan 46

Aug 47

Feb 49

May 49

Jan 50

1 Jul 52

5 Jul 42

16 Mar 43

1 May 44

3 Oct 45

15 Dec 45

31 Dec 45

Aug 47

Feb 49

May 49

Jan 50

30 Jun 52

17 Aug 53
Brig Gen Don O. Darrow

Brig Gen lester W. light

Col Donald C. Sloan (Acting)

Brig Gen lee W. Fulton

Brig Gen Donald W. Graham

Col lester C. Messenger (Actingl

Brig Gen lMaj Gen) William H. Reddell

Maj Gen William V. McBride

Brig Gen Arthur W. Cruikshank, Jr.

Brig Gen Paul F. Patch

Brig Gen (Maj Genl Warner E. Newby

Brig Gen Wiltum H. Spillers, Jr.

Brig Gen Edward J. Nash

Brig Gen William E. Carson (Actingl

Brig Gen William E. Carson

Brig Gen Donald W. Bennett

Brig Gen Alfred G. Hansen

Col (Brig Genllarry D. Wright

Brig Gen Donald A. logeais

Brig Gen Gary H. Mears

Maj Gen John M. Nowak

18 Aug 53

9 Jul 57

1 Jan 60

15 Mar 60

15 Jul62

1 Jun 65

12 Oct 65

1 Mar 69

15Sep69

29 Feb 72

9 Jul 73

15 Apr 75

1 Jul 76

1 Aug 77

10 Aug 77

24 May 79

20 Jul 81

12 Feb 83

24 Aug 84

14 Nov 86

15Jun89

ENGINEERING AND SERVICES

8 Jul 57

31 Dec 59

15 Mar 60

14 Jul 62

31 May 65

11 Oct 65

28 Feb 69

14 Sep 69

28 Feb 72

8 Jul 73

14 Apr 75

30 Jun 76

31 Jul 77

9 Aug 77

23 May 79

19Jul81

11 Feb 83

23 Aug 84

31 Oct 86

7 Jun 89

31 Dec 90

Established as Deputy Chief of Staff Civil Engineering (Testl, 1 September 1965; redesignated Deputy Chief of Staff, Civil

Engineering. 14 December 1966; redesignated Deputy Chief of Staff. Civil Engineering and Services, 21 February 1975.

Merged into logistics and Engineering on 1 January 1991.

Col Robert I. Millberry

Col Paul W. Stephens

Col Joseph M. Kristoff

Col James O. Putnam

Col (Brig Gen) William D. Gilbert

Col (Brig Gen) Paul T. Hartung

Brig Gen Allison G. Glover

Col David M. Cornell

Col John R. Harty

Col John C. Sowers

Col James G. lady

1 Sep 65

1 Aug 67

Jun 70

21 Sep 70

26 May 72

17 Aug 73

1 Aug 79

1 Nov 81

10 Mar 84

1 Jun 86

1 Dec 89

LOGISTICS AND ENGINEERING

31 Jul 67

Jun 70

20 Sep 70

25 May 72

16 Aug 73

31 Jul 79

31 Oct 81

9 Mar 84

31 May 86

30 Nov 89

31 Dec 90

Established as Deputy Chief of Staff. logistics and Engineering on 1 January 1991.

Maj Gen John M. Nowak

PERSONNEL

1 Jan 91

Established under the Air Corps Ferrying Command in 1941, the Personnel function retained that name until 1 June 1948

when it merged with the Administration function and became known as the Director of Personnel and Administration. Effective

1 April 1953, Deputy Chief of Staff, Personnel.

Maj William H. Tunner

Capt Richard C. lowman

It Col (Col) Frederick G. Atkinson

Col William J. Clinch

Col Stanley McGee

Col William S. Steele

Col Rollen H. Anthis

Col Sam W. Agee

242

29 May 41

6 Jul 42

16 Feb 43

Nov 45

Sep 46

Oct 46

2 Sep 47

Aug 48

5 Jul 42

15 Feb 43

Nov 45

Sep 46

Oct 46

1 Sep 47

Aug 48

31 Dec 49
Col Kenneth K. Golledge

Col Lewis W. Stocking

Col Claude M. Stubbs

Col Henry G. Thome

Col Claude M. Stubbs

Col Bryon V. Pepitone (Acting)

Col Robert T. EngJe (Acting)

Col William H. Brandon

Col (Brig Genl Sterling P. Bettinger

Col Edward L Jones

Col (Brig Genl Louis G. Griffin

Col (Brig Genl Ralph J. Hallenbeck

Col Russell D. Crane

Brig Gen Oliver W. Lewis

Col Harry A. Morris

Col Paul A. Bergerot

Brig Gen leland C. Shepard, Jr.

Position Vacant

Col (Brig Genl James I. Baginski

Col (Brig Genl William J. Mall, Jr.

Brig Gen Robert D. Springer

Brig Gen Jack W. Sheppard

Col Donald Post

Col Charles C. Barnhill, Jr.

Col James H. White, Jr.

Col Andrew J. Pelak, Jr.

COMPTROLLER

1 Jan 50

23 Jul 53

1 Jun 56

25 Jul 56

12 Aug 57

Sep 59

30 May 60

1 Jul 60

25 May 63

16 Oct 65

19Jul66

1 Jul 68

2 Aug 69

1 Apr 10

3 Jun 72

1 Oct 73

1 Jun 75

14Apr77

1 Jun 77

19 Mar 79

22 Aug 81

4 JuJ 82

1 Dec 83

1 Jun 88

3 Apr 89

1 Oct 90

22 Jul 53

31 May 56

24 Jul 56

11 Aug 57

Apr!May 60

29 May 60

30 Jun 60

24 May 63

15 Oct 65

18 Jul 66

30 Jun 68

1 Aug 69

31 Mar 70

2 Jun 72

8 Oct 73

31 May 15

13 Apr 77

31 May 77

18 Mar 79

21 Aug 81

3 Jul 82

20 Nov 83

31 May 88

31 Mar 89

30 Sep 90

From 1941 to 1943 this function was called the Fiscal Officer. The name changed to Chief Budget and Fiscal Division in

1943 and then to Air Comptroller in 1946. In mid·1947 it became known as Chief, Budget and Fiscal, and on 1 June 1948,

with the establishment of the Milrtary Air Transport Service, rts name changed to Comptroller. Effective 4 June 1953, rt

was redesignated Deputy Chief of Staff, Comptroller.

Lt Col S. S. Hanks

Lt Col Paul Montague

Lt Col Benjamin M. Brinton

Col Russell Robb

Lt Col Edwin Reichers

Maj lewis H. Craven

Capt James F. Wilson

Capt George T. Bland

Mr P. F. Hilbert

Mr John C. Schroeter

Col Joseph F. Delaney

Col WhitefOfd C. Maukiin

Col Joseph F. Delaney

Col Wendell E. Carter

Col Uoyd J. Martin

Col E. J. Lodell (Acting)

Col George T. Bland

Col Luther J. Westbrook

Col Robert C. Wagoner

Col Alfred R. Jeffreys

Col Kenneth J. Herhold

Col Kenneth D. Leuthold

Col Charles D. Metcalf

Col James W. Councill (Acting)

Col John l. Finan

Col Donaki SCooier

Col Allen D. Bunger

243

29 May 41

6 Jul 42

9 Aug 42

27 May 44

Oct 45

Jan 48

Mar 46

Apr 46

1 Jun 48

unknown

3 Apr 51

21 Aug 52

19 Jul 53

Jul 60

19 Jan 63

27 Jun 67

5 Aug 67

1 Oct 70

1 May 72

1 Mar 73

1 Apr 74

19 Jun 74

1 Jut 78

12 Jun 82

6 Jul 82

1 Oct 85

25 Jun 88

5 Jul 42

8 Aug 42

27 May 44

Oct 45

Jan 46

Mar 46

Apr 46

31 May 48

unknown

2 Apr 51

20 Aug 52

18Jul53

Jul60

18 Jan 63

26 Jun 61

4 Aug 67

30 Sop 70

30 Apr 72

28 Feb 73

31 Mar 74

18Jun74

30 Jun 78

11 Jun 82

5 Jut 82

30 Sep 85

24 Jun 88
INTELLIGENCE

The function was called Intelligence and Security during the Air Transport Command era and became part of Operations

under the Military Air Transport Service. It was reestablished as an independent function 1 October 1981 8S an Assistant

Chief of Staff. Effective 6 August 1984, renamed DepUty Chief of Staff. Intelligence.

Capt louis $. Bimbel, Jr.

It Col John F. Turner

It Col John H. Snyder

Maj ILt Col) Frederick C. Morgan

Lt Col Robert L. Wright

It Col James F. Brady

Not an indepsndent function

Col Mayo H. Nielsen

Col Horace E. Wood. Jr.

Col James N. 80hn

Col James A. Corsi

Col Harry E. Colestock III

29 May 41

6 Jul 42

1 Aug 42

30 Aug 43

16 Oct 45

Ssp 46

1 Oct 81

1 Jun 82

1 Dec 82

24 Aug 85

23 Jun 90

5 Jul 42

1 Aug 42

27 Aug 43

1S Oct 45

Ssp 46

30 May 48

31 May 82

30 Nov 82

23 Aug 85

22 Jun 90

COMMUNICATIONS AND AIR TRAFFIC SERVICES

Originated 1 June 1981. Merged with Systems Integration and Command Data Automation to become Information Systems

on 1 December 1984.

Col Ray G. Green. Jr.

Col James W. Cowan

Cot Victor S. Stachelczyk

1 Jun 81

16 May 83

1 Sep 84

COMMAND DATA AUTOMATION

15 May 83

31 Aug 84

30 Nov 84

Merged with Convnunications and AM TraffIC Services and Systems Integration to become Information Systems on 1 December

1984.

Col Kenneth L. Vaughn

Col Ear1 L. Hahn, Jr.

Col James M. Leonard

Col Castor Mendez-Vigo. Jr.

Col Kurt G. Blunck

Col Gerald A. Lippold

16 Aug 66

21 Aug 67

1 Apr 72

1 Sep 75

25 Mar 78

16 Jan 84

SYSTEMS INTEGRATION

20 Aug 67

31 Mar 72

31 Aug 75

24 Mar 78

15 Jan 84

30 Nov 84

Originated 8 November 1982. Merged with Communicattons and Air Traffic Services and Command Data Automation to

become Information Systems on 1 December 1984.

Col John S. Berry 15 Jan 83

COMMAND. CONTROL. COMMUNICATIONS.

AND COMPUTER SYSTEMS

30 Nov 84

Established on 1 December 1984 as Deputy Chief of Staff. Information Systems. Redesignated Deputy Chief of Staff,

Command, Control, Communications, and Computer Systems, effective 31 March 1986.

Col Vietor S. Stachelczyk

Col Dennis C. Beasley

Col Jerome A. Landry

Col Stephen F. Kelley

244

1 Dec 84

,.2 Jun 86

11 Mar 88

1 Mar 90

11 Jun 86

17 Mar 88

28 Feb 90
SECURITY POLICE

Originally called Provost Mal"$hal. the function was renamed Security and Law Enforcement in 1961. Effective 1 October

1911. tested as a separate staff function wrth the name of Director of Security Police, approved for continuation on 17

December 1972. Redesignated OffICe of the Chief Security Police. effective 17 March 1975; renamed Deputy Chief of Staff.

Security Police on 19 July 1985.

Col William H. Worley

It Col Kenneth S. Berger

Col Clifford A. Dougherty

Lt Col John F. Austin

Col Harry M. Ordren

Not an indBpend(Jnt function

Col Bob R. Frisby

Col Paul N. Scheidel

Col Stephen T. Frazier

Col Samuel E. Stocks

Col David M. Southworth

II Col Fletcher E. Ammons

It Col Paul G. Gilliland

Col Major S. White

Col (Brig Gen) Wilford F. Hall

Col L. Render Braswell (Acting)

Brig Gen William J. Kennard

Col (Brig Gen) L. Render Braswell

Col Maurice B. Johnston (Acting)

Brig Gen Robert S. Broa

Brig Gen Kenneth E. Pletcher

Col (Brig Genl Harold F. Funsch

Brig Gen IMaj Gen) Maxwell W. Steel, Jr.

Brig Gen Stanley H. Bear

Col (Brig Genl Herbert V. Swindell

Brig Gen (Maj Gen) Howard R. Unger

Brig Gen Monte B. Miller

Brig Gen Vernon Chong

Brig Gen James G. Sanders

Brig Gen Frederick W. Plugge IV

Mar 56

May 56

Aug 57

Feb 62

10 Jun 63

13 Dec 71

1 Aug 75

24 Jul 76

28 Jun 82

19Jul88

COMMAND SURGEON

6 Jul 42

12 Feb 43

14 Oct 44

Sep 47

20 Sep 54

17 Oct 54

Apr 55

4 Jan 60

15 Feb 60

14 Aug 61

29 Nov 63

1 Aug 70

7 Aug 72

1 Aug 73

14 Aug 78

10 Nov 81

1 Apr 85

22 Mar 87

28 Sep 88

May 56

Aug 57

Feb 62

Jun 63

Jun 64

31 Jul 75

23 Jul 76

27 Jun 82

18 Jul 88

11 Feb 43

13 Oct 44

Sep 47

19 Sep 54

16 Oct 54

Apr 55

3 Jan 60

14 Feb 60

13 Aug 61

28 Nov 63

31 Jul 70

6 Aug 72

31 Jul 73

25 Jul 78

9 Nov 81

14 Mar 85

11 Feb 87

27 Sep 88

QUALITY SUPPORT AND READINESS

Established as InspectOf General. Redesignated Office of Quality Support and Readiness, effective 1 January 1991.

Col Newton N. Speece

Col Fred C. Nelson

Brig Gen Francis M. Brady

Col W. H. Cox

Col Clarence E. Crumdine

Col Wentworth Goss

Maj Gen Caleb V. Haynes

Col Thomas D. Ferguson

Col Warren H. Higgins

Col Luther B. Mathews (Acting)

Col Luther B. Mathews

Col William H. Wot1ey

Col William H. Schwartz, Jr.

Col Roland J. Barnick

Col Jesse A. Irwin

Col John G. Williams

245

6 Jul 42

27 Ssp 43

28 Jun 44

8 Jul 45

1 Jan 46

1 Jun 48

12 Aug 49

8 Dec 49

1 Dec 53

Feb 55

3 Nov 55

7 Jul 57

26 Aug 57

14 Jun 60

10 Jul 61

1 Jul 64

3 Apr 44

27 Jun 44

7 Jul 45

31 Dec 45

31 May 48

11 Aug 49

8 Ssp 49

30 Nov 53

Feb 55

2 Nov 55

6 Jul 57

25 Aug 57

13Jun60

9 Jul 61

30 Jun 64

23 Feb 67
Col Burgess GradweU

Col Robert L. Moeller

Col Hollon H. Bridges

Brig Gen John H. Germeraad

Brig Gen Edward J. Nash

Brig Gen William E. Carson

Col William J. Mall, Jr.

Brig Gen Donald W. Bennett

Brig Gen James L. Gardner, Jr.

Col (Brig Gen) William E. Overacker

Brig Gen Philip S. Prince

Col (Brig Gen) Paul A. Harvey

Col Dan W. Freeman (Acting)

Brig Gen William H. Sistrunk

Brig Gen James D. Kellim

Brig Gen Floyd E. Hargrove

Brig Gen James L. Cole, Jr.

Brig Gen F. Keith Tedrow

Brig Gen (Sel) Donald E. loranger, Jr.

It Col Rowland W. Fixel

It Col James K. Kneussl

Col Bernard B. Smith

Col Arthur F. Hurley

Col Jean F. Rydstrom

It Col Irving W. Adams

Col (Brig Gen) Steward S. Maxey

Col Eugene B. Sisk

Col Earl A. Morgan (Acting)

Col George K. Hughel

Col Walter E. Mangerich

Col Henry S. lewis, Jr.

Brig Gen Felix J. Zaniewski

Col (Brig Gen) Joseph R. lowry

Col Jerry E. Conner

Col (Brig Gen) Thomas B. Burton

Col Harold W. Gardner

Col Robert A. Dunham

Col Stark O. Sanders, Jr.

Col Robert L. Bridge

Col Bryan G. Hawley

Col Paul J. Giegerich

It Col William W. Sissel

It Col Paul G. Veillard

Col Peter A. Dunn

Col Martin C. Poch

Col Albert L. Cutress (Acting)

Col Paul J. Giegerich

It Col Ray M. Terry

Col John P. Fellows

Col Henri A. Hamel

Col Russell L. Blaisdell

Col Francis X. Murphy

Col Warren E. Ferguson

Col John R. Durkin

Col Kenneth R. Israel

24 Feb 67

1 Nov 69

5 Aug 71

23 Apr 73

28 Aug 75

9 Jul 76

20 Aug 77

1 Apr 78

5 Jun 79

28 Jul 80

21 Aug 81

1 Mar 83

21 Aug 84

17 Jan 85

1 Aug 86

13Jul87

1 Aug 89

31 Mar 90

1 Sep 90

STAFF JUDGE ADVOCATE

6 Jul 42

Nov 46

27 Mar 53

1 Feb 57

15 Jan 58

30 Oct 58

2 Dec 58

1 Jun 62

11 Aug 67

28 Aug 67

May/Jun 70

26 Jul 70

11 Jun 73

7 Mar 74

7 Apr 77

9 Jun 77

11 Sep 78

15 Mar 82

4 Jun 84

18Jun88

28 Jun 90

COMMAND CHAPLAIN

Sep 46

Nov 46

50

51

Aug 53

Aug 56

105ep 56

Mar 58

30 Jul 58

.:lui 60

1 Aug 63

1 Jul 64

1 Feb 68

30 Jun 70

1 Aug 74

246

31 Oct 69

4 Aug 71

22 Apr 72

27 Aug 75

1 Jul 76

9 Aug 77

31 Mar 78

23 May 79

27 Jul 80

16Aug81

28 Feb 83

20 Aug 84

16Jan85

18Jul86

28 Jun 87

31 Jul 89

30 Mar 90

31 Aug 90

Nov 46

26 Mar 53

31 Jan 57

14 Jan 58

29 Oct 58

1 Dec 58

31 May 62

10 Aug 67

27 Aug 67

May/Jun 70

25 Jul 70

10 Jun 73

6 Mar 74

6 Apr 77

8 Jun 77

10 Sep 78

14 Mar 82

2 Apr 84

17 Jun 88

27 Jun 90

Nov 46

50

51

Aug 53

Aug 56

9 5ep 56

Mar 58

29 Jul 58

Jul 60

31 Jul 63

30 Jun 64

31 Jan 68

29 Jun 70

31 Jul 74

9 Jun 79
Col John T. Naughton

Col Newton V. Cole

Col Robert J. Balint

Col Paul F. Richart

10 Jun 79

29 Jun 82

7 Jul 87

20 Jun 90

INFORMATION MANAGEMENT

28 Jun 82

3 Ap< 87

1 Jun 90

The Adjutant or Adjutant General performed the function's duties from 1943 to 1948, thereafter transferred to Personnel

and Administration. In 1958 Administration became a separate staff function. Renamed Information Management on 1 April

1989.

Mr David S. Lehman

Lt Col James H. Douglas

Not an irKMpendent function

Col Orval N. Burroughs

Col Watter J. Atkins

It Col Howard G. Roberts (Acting)

Col Robert W. Elliott

Col Jack N. Stovall

Col Robert R. Osborne

Col Hal R. Montague

Col Hiram Griffin

Col Harrison H. Heiberg

Col Chester J. GaS80r

Col Gary K. Spencer

Col Jon E. Boursaw

Lt Col Edward Ackermann (Acting)

It Col Chris l. Jefferies

Lt Col Edward Ackermann (Acting)

Col Eddie l. Anderson

PUBLIC AFFAIRS

29 May 41

21 Jun 42

1 Feb 58

2 May 61

1 Apr 66

25 Aug 66

1 Sep 68

1 Sap 69

1 Aug 71

1 Feb 73

1 Aug 75

18 Jan 76

1 Jan 84

14 Sep 84

1 Nov 85

23 Mar 86

19Jul89

21 Aug 89

20 Jun 42

May 43

1 May 61

31 Mar 66

24 Aug 66

31 Aug 68

31 Aug 69

31 Ju1 71

31 Jan 73

31 Jul 75

17 Jan 76

31 Dec 83

19 Aug 84

31 Oct 85

22 Mar 86

18 Jul 89

20 Aug 89

The function has also been called Chief of Public Relations, Director of Information Services, and Public Information Officer.

Maj Rex William D. Smith, Jr.

Col Robert W. Witty

Maj Bernard Peters

Mr leonard Hall

It Col Charles A. Brown

Col Kenneth K. Golledge

Col Charles A. BJown

It Col Bernard Peters

It Col David W. Allerdice

Col Earl T. Reichert

It Col Melvin E. Williamson (Acting)

Col Daniel M. Lewis

Maj Marvin M. Stanley

It Col (Col) Raymond l. Towne

It Col Edward R. Kandel

Col Joseph A. Stuart, Jr.

It Col Merritt G. Garner

It Col Maurice G. 5tH1e (Acting)

Col Jack l. Giannini

Col Irving H. BresJauer

Position Vacant

Col Homer A. Davis, Jr.

It Col Thomas W. Sturgess

It Col louis A. Torraca, Jr.

It Col Ronakt G. Marlar

It Col (Cal) John D. Williams, Jr.

247

6 Jul 42

Mar 45

Dec 46

1 Jun 48

49

5'

52

4 Oct 52

5 Dec 55

22 Jul 57

13 Jul 58

15Sep58

Aug 59

Sop 59

1 Jun 64

15Jul64

18Jul66

16 May 68

9 Aug 68

1 Sap 71

31 Jul 73

1 Aug 75

4 Mar 78

9 Jun 80

11 Jul 80

Mar 45

Dec 46

31 May 48

49

51

52

3 Oct 52

4 Dec 55

21 Jul 57

12Jul58

14 Sep 58

Aug 59

Sap 59

31 May 64

,4Jul64

17Jul66

15 May 68

8 Aug 68

31 Aug 71

28 Feb 73

31 Jul 75

3 Mar 78

8 Jun 80

10 Jul 80

24 Jan 83
Col Thomas E. Diamond

It Cof Bruce Fagaley IActing)

Cof Richard l. Fuller

Cof Cecil F. Ross

25 Jan 83

22 Jun 85

5 Aug 85

28 Feb 90

COMMAND HISTORIAN

21 Jun 85

4 Aug 85

27 Feb 90

The historian function originated in July 1942 as part of the Office of the Special Assistant to the Commanding General.

On 18 November 1943, it became a section in the Intelligence and Security Division, remaining there until January 1952.

At that time, the Historical Branch was assigned to the Office of Information Services. On 18 August 1969, the function

became a separate entity called the Command Historical Office. Redesignated Office of MAC History in 1973.

Capt IMajllt con Oliver La Farge

Capt (Dr) John D. Carter

Ma; Thomas E. Holt

Mr Roland D. Hinds

Mr Charles W. Dickens

Mr Thomas A. Manning

Mr Charles W. Dickens

Dr James K. Matthews

Dr John W. leland IActing)

Or Roger O. Launius

Dr John W. leland IActing)

Or Jay H. Smith

27 Jul 42

Jan 46

21 Feb 47

Fall 55

1 Jul 70

19 Mar 84

8 Apr 84

11 Jun 84

10 Apr 87

20 Jul 87

5 Oct 90

28 Nov 90

OPERATIONS PLANS

Jan 46

20 Feb 47

Fall 55

30 Jun 70

18 Mar 84

7 Apr 84

22 May 84

10 Apr 87

20 Jul 87

5 Oct 90

27 Nov 90

Established 31 August 1976, Deputy Chief of Staff. Operations Plans in connection with specifted command status. Following

transfer of the Operations Plans IOPlAN) Verification Division to USTRANSCOM in January 1988, merged into Deputy Chief

of Staff, Programs and Resources, effective 20 September 1989.

Brig Gen Charles D. Youree, Jr.

Col Michael Murphy

Col Cecil O. Calhoun, Jr.

Col John O. Sims

Col Rolland F. Clarkson, Jr.

15 Aug 76

1 Sep 77

21 Jun 78

1 Jul 82

13 Sep 86

SAFETY/FLYING SAFETY

31 Aug 77

31 May 78

30 Jun 82

11 Sep 86

20 Sep 89

Flying Safety started as an independent function in 1953 and became Safety in 1960. The Inspector General took over

the function's responsibilities in 1961. .

Cof Robert G. David

It Col Malcolm W. Seab

Col Willis 8. Beightol

It Col Malcolm W. Seab IActing)

Col Frank H. Wilcox

Col Heston McDonnel

Or Wendell A. Dwyer

Position Abolished

29 Jun 53

13 Jun 55

1 Feb 56

1 Mar 58

10 Mar 58

Aug 60

OPERATIONS ANALYSIS

5 Jul 66

248

12Jun55

31 Jan 56

28 Feb 58

9 Mar 58

Aug 60

Jun 61

Nov 74
Mej William H. Tunner

Mej Robert C. Hamlett

Lt Col Jarvis M. Harper

It Col Henry A. Beasley

It Col Bryon K. Enyart

Col Kenneth E. Thiebaud

Col Jerome S. Amold

Col James G. Hyland

Lt Col Samuel W. Marsh

Col Horace P. Bonnewitz

Position Abolished

ADJUTANT OR ADJUTANT GENERAL

29 May 4'

29 Oct 41

6 Jul 42

Mar 46

Mar 47

Dec 47

4 Dec 50

6 Jul 53

20 Jan 55

25 Apr 55

SENIOR NAVAL OFFICER

28 Oct 41

5 Jul 42

Mar 46

Mar 47

Dec 47

3 Dec 50

5 Jul 53

19J1ln55

24 Apr 55

31 Jan 58

From 1956 until September 1958 this function was called Special Assistant to Commanding GenerallNayall.

Capt (USN) Harry P. Badger

Capt (USN) Carl E. Giese

Capt (USNI Albert H. Wilson

Capt (USN) Uoyd H. McAlpine

eapt (USN) Albert H. Bowker

Capt (USN) William R. Stevens

Capt (USN) F. G. Koenig (Acting)

Capt (USNI G. W. Smith

Comdr (USN) William Jeffers (Acting)

Position Abolished

Mr Robert W. Winfree

Mr Murray E. Jackson

Position Vacant

Mr John J. Conroy

Mr Earte J. Rtchey

Mr Rollie H. White. Jr.

Mr Theodore A. Tremblay

Mr John G. Bacon

Position Abolished

Jut 56

3 Jul 57

Jun 59

Jul60

1 Jul 62

5 Aug 63

19 Aug 65

22 Sep 65

5 Jun 67

POLITICAL ADVISOR

30 Sep 62

28 Jun 65

14 Jul 67

22 Jan 68

21 Jul 69

23 Aug 71

4 Jan 73

16 Jun 75

249

2 Jul 57

Jun 59

Jul 60

30 Jun 62

4 Aug 63

18Aug65

21 Sep 65

4 Jun 67

30 Jun 67

2 Jun 65

13Jul67

21 Jan 68

20 Jul 69

22 Aug 71

2 Jan 73

13Jun75

10 Aug 77
APPENDIX III

UNIT LINEAGES

(Active Unitsl

(Assumption of command dates are as best known)

TWENTY-FIRST AIR FORCE

McGuire AFB, New Jersey

Constituted the 23d Army Air Forces Ferrying Wing 12 June 1942. activated 18 June 1942, and assigned to Air Corps

Ferrying Command. Redesignated North Atlantic Wing 5 July 1942; North Atlantic Division 27 June 1944; Atlantic Division

20 September 1945; Eastern Transport Air Force 1 July 1958; and Twenty-First Air Force 8 January 1966.

Assumed Command

Col IBrig Gaol Benjamin F. Giles

Col (Brig Genllawrence G. Fritz

Maj Gan lawrence S. Kuter

Maj Gan William H. Tunner

Brig Gan Archie J. Old

Mej Gan James W. Spry

Brig Gan Joseph C. Hopkins

Maj Gen Robert K. Taylor

Maj Gan Emery S. Wetzel

Me; Gan William S. Stone

Brig Gan Jack G. Merrill

Maj Gan William P. Fisher

Maj Gan George S. Brown

Brig Gen Robert J. Goewey

Maj Gao Donald W. Graham

Maj Gan William H. Brandon

Maj Gen Gilbert L. Curtis

Brig Gen John F. Gonge

Maj Gen Roland A. Campbell

Maj Gen Ray M. Cole

Maj Gen lester T. Kearney, Jr.

Maj Gen Alden G. Glauch

Maj Gen Thomas M. Sadler

Maj Gen Duane H. Cassidy

Maj Gen Robert B. Patterson

Maj Gen Robert D. Springer

Maj Gen Jack W. Sheppard

Maj Gen Donald A. logeais

Maj Gen Paul E. landers, Jr.

3220 AIRLIFT DIVISION

Ramstein AB, Germany

18 Jun 42

5 Oct 43

21 Sep 45

21 Sep 46

23 Jul 48

1 Mar 50

21 May 53

25 Aug 53

10 May 54

15Jul57

2 Aug 59

14 Sep 59

1 Aug 63

8 Sep 64

1 Jun 65

25 Jul 67

26 Jul 69

10 Sep 71

20 Sep 71

1 Mar 73

1 Oct 73

23 May 75

1 Sep 77

1 Oct 83

1 Aug 84

3 Oct 84

2 Aug 85

5 Jun 87

27 Jul 90

Established as 322d Troop Carrier Wing 4 December 1944 and activated 30 December 1944, as part of Far East Air Forces.

Inactivated 15 February 1946. Activated in the Reserve 12 June 1947 and redesignated 322d Air Division, Troop Carrier,

16 Apt'il 1948. Inactivated 27 June 1949. Redesignated 322d Air Division (Combat Cargo) and activated 1 March 1954,

as part of United States Air Forces in Europe. Reassigned to Eastem Transport Air Force 1 April 1964 and inactivated 24

December 1968. Redesignated 322d Airlift Division 13 June 1978; activated and assigned to Twenty·F!rst Air Force 23

June 1978.

250
Col Ray T. Elsmore

Col leo H. Dawson

Col James L. lee

Notmllnned

Inactive

Not mIInned

Col (Brig Genl Dick R. Petty

Inactive

Col lucion N. Powell

Brig Gen Franklin Rose

Col Clyde Box

Col (Brig Genl Tarleton H. Watkins

Col Charles W. Howe

Brig Gen Robert D. Forman

Col Robert W. Relfe

Brig Gen Burl W. Mclaughlin

Col leland W. Johnson

Brig Gen Hugh E. Wild

Inact;vfI

Brig Gen Click D. Smith

Col lBrig Genl Robert D. Springer

Brig Gen IMaj Genl William E. Overacker

Maj Gen Robert B. Patterson

Brig Gen IMaj Genl Richard J. Trzaskoma

Brig Gen IMaj Gen) Paul A. Harvey

Maj Gen William H. Sistrunk

Col Bart C. Hogan

Brig Gen James l. Hobson Jr.

89TH MILITARY AIRLIFT WING

Andrews AF8, Maryland

Assumed Command

30 Dec 44

17 Oct 45

Nov 45

26 Jan 46

15 Feb 46

12 Jun 47

14 Aug 47

27 Jun 49

1 Mar 54

17 May 54

22 May 56

13 Jun 59

16 Jun 61

1 Apr 64

27 Jan 66

28 Mar 66

14 Nov 67

27 Jan 68

24 Dec 68

23 Jun 78

30 Jun 80

14 Aug 81

9 Oct 84

5 ... 85

13 Nov 86

28 Jun 88

26 Jan 90

1 Mar 90

Established as 89th Troop Carrier Wing, Medium. 10 May 1949, activated in the Reserve 27 June 1949. and ordered to

activa sarvice 1 May 1951. Inactivated 10 May 1951. Redesignated 89th Fighter-Bomber Wing 26 May 1952 and &ctivated

in the Reserve 14 June 1952. Inactivated 16 November 1957. Redesignated 89th Military Airlift Wing, Special Mission,

and activated 27 December 1965. Organized 8 January 1966. Redesignated 89th Military Airlift Group 30 September 1977.

Redesignated 89th Military Airlift Wing 15 December 1980. Upon activation, the Wing received by temporary bntowel

the history, lineage, and honors of the 89th Troop Carrier Group for the period prior to 27 June 1949.

Assumed Command

Brig Gen Ray J. Stecker

It Col William Binder

Col Howard C. Stelling

Capt John F. Coughlin

Inactive

lt Col Thomas J. McGrath

Col Chartes E. Aaherty

Col Arthur C. Carroll

Inactive

Not mIInned

Col Hartan C. Wilder

Col John G. Williams

Col Burgess Gradwell

Col Jay R. Wallace

Col Stewart Young

Col (Brig Genl Paul E. Gardner

Col Robert E. lowell

Col Donald J. Cipra

251

27 Jun 49

Jan 50

Feb 50

1 May 51

10 May 51

14 Jun 52

28 Jun 52

1 Apr 55

16 Nov 57

27 Dec 65

8 Jan 66

1 Mar 67

25 Nov 69

29 Dec 72

28 Jut 75

23 Jun 76

29 Oct 77

14 Nov 77
Col Larry D. Wright

Col John F. Sievertson

Col John H. Billings

Col James L. Cole, Jr.

Col leonard J. Augustine

Col William B. Morrison III

Col Edward M. Bullard

317TH TACTICAL AIRLIFT WING

Pope AFB, North Carolina

4 Jun 79

5 Feb 81

21 Jun 83

14 Aug 85

23 May 86

15Apr8B

10 Jul 89

Established as 31 7th Troop Carrier Wing, Heavy, 10August 1948 and activated 18 August 1948. Inactivated 14 September

1949. Redesignated 31 7th Troop Carrier Wing, Medium, 3 July 1952 and activated 14 July 1952. Inactivated 25 September

1958. Activated 13 March 1963 and organized 15 April 1963. Redesignated 31 7th Troop Carrier Wing 1 March 1966 and

317th Tactical Airlift Wing 1 May 1967. On 1 December 1974, the unit was assigned to the Military Airlift Command.

Upon activation, the Wing received by temporary bestowal the history, lineage, and honors of the 31 7th Tactical Airlift

Group for the period prior to 18 August 1948.

Assumed Command

Col Thomas K. Hampton

Col William A. Ross

Inact;ve

Col Donald J. French

Col Harry M. Pike

Col Clarence B. Hammerle, Jr.

Col Joseph A. Cunningham

Not manned

Col Robert D. Forman

Col John B. Wallace

Inact;ve

Not mtJnned

Col Arthur C. Rush

Col George W. Kinney

Col Harry S. Dennis, Jr.

Col Robert M. Levy

Col Jack J. Schneider

Col James A. Giles

Col Bill M. Richardson

Col James A. Giles

Col Bill M. Richardson

Col Richard J. Downs

Col Thomas G. Cline

Col Billie J. Norwood

Col Edwin F. Rumsey

Col Stewart Young

Col (Brig Gen) Robert F. Coverdale

Col Benjamin N. Kraljev, Jr.

Col (Brig Gen) Duane H. Erickson

Col Robert B. Patterson

Col Edsal R. Field

Col Frank E. Willis

Col Rolland F. Clarkson, Jr.

Col Ronnie C. Peoples

Col Edward N. Brya

Col Fredric N. Buckinghem

Col Daniel E. Sowada

Col Maxwell C. Bailey

252

18 Aug 48

circa 15 Aug 49

14 Sep 49

14Jul52

23 Jul 54

29 Jul 54

9 Sep 54

17 Apr 57

8 Jul 57

11 Sep 58

25 Sep 58

13Mar63

15 Apr 63

20 Jun 63

27 Dec 65

29 Jul 66

13 Sep 67

28 Sep 67

18 Dec 67

20 May 68

19 Jun 68

2 Jan 70

14 Jul 71

31 Aug 71

13Apr73

14 Sep 73

6 Jun 75

8 Aug 77

28 Feb 79

29 Mar 80

27 Feb 81

18 Feb 83

29 Feb 84

23 Sep 85

26 Mar 87

19 Apr 88

20 Jun 89

18Jun90
435TH TACTICAL AIRLIFT WING

Rhein-Main AB, Germany

Established 8S 435th Troop Carrier Wing, Medium, 10 May 1949 and activated in the Reserve 26 June 1949. Ordered

to active service 1 March 1951 and inactivated 1 December 1952. Activated in the Reserve 1 December 1952. Redesignated

435th Troop Carrier Wing, Heavy, 18 September 1961 and ordered to active service 1 October 1961. Returned to the Reserve

27 August 1962. Redesignated the 435th Troop Carrier Wing, Medium, 1 July 1963. Discontinued and inactivated 1 December

1965. Redesignated 435th Military Airlift Support Wing 25 November 1968 and activated 24 December 1968. Redesignated

435th Tactical Airlift Wing 1 July 1975. Upon activation, the Wing received by temporary bestowal the history. lineage.

and honors of the 435th Troop Carrier Group for the period prior to 26 June 1949.

Assumed Command

Col Laurence B. Hickam

Col Maurice F. Casey

Col James L. Daniel, Jr.

Maj William J. Frazier, Jr.

Unknown

Lt Col William Niedernhofer

Col John R. Pountnay

It Col William C. Wilson

Col John R. Pountnay

It Col Robert C. Hutton

Col Forrest R. Harsh

Lt Col Clifford C. Root

Col Ben J. Mangina

Col Clifford C. Root

Inactive

Brig Gen Hugh E. Wild

Col Michael F. Robinson

Col Alden G. Glauch

Col E. Scott Minnich

Col John D. Hollowell

Brig Gen Theodore P. Crichton

Brig Gen Robert D. Springer

Col John D. Sims

Col Frank J. Kelly, Jr.

Col Ernest C. Peirolo

Col Ronnie C. Peoples

Col Bruce L. Fister

Col David O. Williams

'Col John W. Handy

Col Thomas R. Mikolajcik

436TH MILITARY AIRLIFT WING

Dover AFB, Delaware

1949

by May 50

19 Dec 51

24 Oct 52

1 Dec 52

by Apr 53

1953

1 Dec 53

by Aug 55

by Dec 57

Feb 59

11 Dec 63

1 Apr 64

Jul65

1 Dec 65

24 Dec 68

7 Jan 70

1 Apr 70

20 Mar 71

20 Jan 73

1 Jul 75

23 Jun 78

30 Jun 80

7 May 82

14 Oct 83

19 Apr 85

6 Sep 85

4 May 88

26 May 89

7 May 90

Established as 436th Troop Carrier Wing, Medium, 10 May 1949 and activated in the Reserve 27 June 1949. Ordered

to active service 1 April 1951 and inactivated 16 April 1951. Activated in the Reserve 18 May 1955 and inactivated 15

May 1958. Redesignated 436th Military Airlift Wing and activated 27 December 1965. Organized 8 January 1966. Upon

activation, the Wing received by temporary bestowal the history, lineage, and honors of the 436th Troop Carrier Group

for the period prior to 27 June 1949.

Assumed Command

Col Albert M. Woody

Inactive

Col Peyton Gibson

Lt Col Michael P. Yannell

Not mannBd

253

27 Jun 49

16 Apr 51

18 May 55

1 Feb 57

circa 15 Nov 57
InllctivfJ

Not mllnned

Brig Gen John B. Wallace

Brig Gen Fred W. Vetter. Jr.

Col HOface W. Patch

Brig Gen Fred W. Vetter. Jr.

Brig Gen Ketton M. Farris

CeN Willum H. Spillers, Jr.

Brig Gen Charles F. G. Kuyk, Jr.

Col (Brig Gen) Click D. Smith. Jr.

Col William J. Mell. Jr.

Col Archer L. Durhem

Col Albert C. Guidotti

Col Paul A. Harvey

Col William H. Sistrunk

Col (Brig Genl Walter Kross

Col Albert W. Estes

Col Floyd K. Tedrow

Col William J. Begert

Col Michael A. Moffitt

437TH MILITARY AIRLIFT WING

Charleston AFB, South Carolina

15 May 58

27 Dec 65

8 Jan 66

29 Jan 69

cirell 10 Feb 69

6 Mar 69

1 Aug 70

24 Aug 72

11 Jun 73

3 Apr 75

15 May 78

26 Feb 79

14 Feb 80

26 Jan 82

17 Feb 83

14 Jan 85

17 Jun 87

26 Feb 88

14 Sep 89

1 Jun 90

Established as 437th Troop Cerrier Wing. Medium, 10 May 1949 and activated in the Reserve 27 June 1949. Ordered

to ective service 10 August 1950 end inactivated 10 June 1952. Activated in the Reserve 15 June 1952. Inactivated 16

November 1957. Redesignated 437th Military Airlift Wing and activated 27 December 1965. Orgeniled 8 January 1966.

Upon ectivation. the Wing received by Ulmpor.-y bMtow. the history. lineage. and honors of the 437th Troop Carrief Group

fOf the period prior to 27 June 1949.

Assumed Command

Brig Gen John P. Henebry

Col John W. Lacey

Col John R. Roche

Col Kenneth W. Northemer

Inllctive

Col Reed G. Landis

Lt Col Edwin L. Preston

Col John W. Lacey

It Col Joseph E. Whitwell

Inllctive

Not manned

Col (Brig Gen) Howard E. Kreidler

Brig Gen William V. McBride

Brig Gen Clare T. Ireland. Jr.

Brig Gen Thomas B. Kennedy

Brig Gen Robert L. Moeller

Brig Gen Thomas M. Sadler

Brig Gen Tedd L. Bishop

Col George B. Powers, Jr.

Col Eugene D. Robinett

Col Donald A. Logeeis

Col Paul E. Landers. Jr.

Col James C. McCombs

Col James F. Hinkel

Col David B. Marcrender

Col John W. Handy

254

27 Jun 49

26 Jan 51

26 Feb 51

May 52

10 Jun 52

15Jun52

1 Sep 54

19 Jan 55

2 May 57

16 Nov 57

27 Dec 65

8 Jan 66

26 Jul 66

1 Mar 69

1 Aug 70

1 Apr 72

1 Feb 74

14 Mar 75

1 Mer 78

20 Jun 79

23 Jun 81

20 Jun 83

28 Jun 85

11 Jun 87

17 May 88

10 May 90
438TH MILITARY AIRLIFT WING

McGuire AFB, New Jersey

Established as 438th Troop Carrier Wing, Medium, 10 May 1949 and activated in the ReSGfVe 27 June 1949. OrdMlKI

to active service 10 March 1951 and inactiveted 14 March 1951. Redesignated 438th Aghter-Bomber Wing 26 May 1952

and activated in the Reserve 15 June 1952. Inactivated 16 November 1957. Redesignated 438th Military Airlift Wing and

activated 27 December 1965. Organized and assigned to Military Airljft Command 8 January 1966. Upon activation. the

Wing raceived by tempoqry bntow" the history. lineage, lind honors of the 438th Troop Camet' Group for the period prior

to 27 June 1949.

Assumed Command

Col Robert E. Flesher

InBCtive

Col Robert E. Haynes

Lt Col Joseph J. Ungte

Inactive

Not manned

Col (Brig Genl Roland J. Barnick

Col Gilbert G. Smith, Jr. (Acting)

Col Gilbert G. Smith, Jr.

Brig Gen John H. Herring, Jr.

Col Gilbert G. Smith. Jr.

Brig Gen John W. Harrell. Jr.

(Brig Gen) Keith L Christensen

Col (Brig Genl George M. Wentseh

Col (Brig Genl Emil N. mock, Jr.

Col James L. Gardner, Jr.

Col Duane H. Erickson

Col Allen G. Myers 11/

Col (Brig Genl Larry D. Wright

Col John T. Lawell

Col (Brig Gen) James J. LeCleir

Col Jerold L. Weiss

Col Fr8nk M. Pearce

Col William B. Morrison III

Col Kirby A. Woehst

B34TH AIR BASE WING

Hurlburt Field, Florida

27 Jun 49

14 Mar 51

15Jun52

19Sep56

16 Nov 57

27 Dec 65

8 Jan 66

25 Jul 67

1 Aug 67

1 Aug 68

14 Jun 69

11 Aug 69

30 Sep 70

15Jun72

28 Jan 74

1 May 76

16 Feb 78

26 Feb 79

9 Feb 81

6 Feb 83

22 Jun 83

13 Aug 85

12 Jun 87

13Jul89

19Jul90

Established as 834th Air Base Group 30 August 1957 and activated 25 September 1957. Inactivated 1 April 1959.

Redesignated 834th Combat Support Group and activated 24 June 1964. Organized 1 July 1964. Became part of Military

Airlift Command 1 March 1983. Redesignated 834th Air Base Wing 21 May 1990.

Assumed Command

Col Kenneth F. Grunew81d

Col Bert M. C8r1eton

Cot William D. Brady

IMewe

Not manned

Unknown

It Col Waller O. Bell

Col Andrew Kundrat

Col John K. Graham

Col Frank Merterly

Col Thomas R. Owens

Col Clair G. Thompson

Col Melvin H. Bryant

255

25 Sop 57

Jul58

1 Feb 59

1 Apr 59

24 Jun 64

1 Jul64

22 Sap 66

4 Jan 67

9 May 67

26 Aug 68

15 Jul 69

31 Aug 72

, Jut 73
Col Leon McGoogan

Col James F. Fantaski

Col Eugene W. Steele

Col Frederick E. Tokash

Col Owen A. Heeter

Col Thomas l. Stiles

Col Donald A. Streater

1605TH MILITARY AIRLIFT SUPPORT WING

Lajes Field. Azores

26 Aug 75

1 Apr 78

6 Jun 79

3 Jan 82

9 Aug 85

14 Aug 87

1 May 90

Established as 1605th Military Airlift Support Wing and activated 1 January 1982. Its commander also serves as the

Commander, United States Forces, Azores.

Assumed Command

Brig Gen Duane H. Erickson

Brig Gen Donald C. Smith

Brig Gen (Sel) Donald A. Rigg

Brig Gen Larry D. Wright

Brig Gen James C. McCombs

Brig Gen Charles C. Barnhill

1776TH AIR BASE WING

Andrews AFB. Maryland

Established as 1776th Air Base Wing and activated 15 December 1980.

Col Robert B. Christensen

Col William A. Murphy

Col Charles Z. Ridgway

Col Wesley W. Bean

cor William R. Phillips

Col Richard R. Heinzman

Col James H. White

61ST MILITARY AIRLIFT GROUP

Howard AFB. Panama

1 Jan 82

25 Jun 82

22 May 84

15Jul86

27 Jul 87

7 Jul 89

Assumed Command

15 Dec 80

22 Jul 81

1 Sep 82

5 Mar 85

3 Jun 87

12Jun89

12 Oct 90

Established as 61 st Transport Group 20 November 1940 and activated 1 December 1940. Redesignated 61 st Troop Carrier

Group 4 July 1942. Inactivat~d 31 July 1945. Activated 30 September 1946. Redesignated 61st Troop Carrier Group,

Medium, 1 July 1948 and 61st Troop Carrier Group, Heavy, 15 August 1948. Inactivated 8 October 1959. Redesignated

61 st Military Airlift Group and activated 1 December 1984.

Assumed Command

Not manned

Capt John Waugh

1st It Thompson F. Dow

Maj Lorin B. Hitlsinger

1st It Charles A. Inskip

1st It Allen l. Dickey

Capt John C. Bennett

Maj Ralph J. Moore

256

1 Dec 40

1 Feb 41

1 Jul41

llJul41

unknown

unknown

26 May 42

by Sap 42
Maj Donald French

Maj llt Coil Willis W. Mitchell

It Col Stanley C. Hoyt

It Col Willis W. Mitchell

It Col Stanley C. Hoyt

It Col (Col) Willis W. Mitchell

Col Edgar W. Hampton

It Col (Col) James l. Daniel, Jr.

Col Walter J. Lee

It Col Daniel F. Riva

It Col John C. Evers

Col Richard W. DaVania

Col A. C. Strickland

It Col Jay D. Bogue

Col Frank Norwood

It Col Hal E. Ercanbrack, Jr.

Col Uonel F. Johnson

It Col Jerome M. Triolo

Col leland W. Johnson

Col William G. Forwood

It Col C. S. Hall

Col Marshall H. Strickler

unknown

Inactive

Col Wesley E. Jackey

Col Bernard F. Malcuit

Col Michael T. Clay

Col Frank C. Andrews 1/

313TH TACTICAL AIRLIFT GROUP

RAF Mildenhall. United Kingdom

circa

circa

by

by

circa

by

6 Mar 43

11 Mar 43

6 Oct 43

3 Nov 43

25 Nov 43

11 Jan 44

12 Apr 45

30 Sep 46

Jul47

1 Jul48

19 Aug 48

28 Aug 48

Aug 49

25 Aug 49

1 Oct 49

14 Feb 52

29 Jul 53

7 Feb 54

Nov 54

13 Dec 54

1958

1959

1 Oct 59

8 Oct 59

1 Dec 84

28 Jul 85

3 Jun 88

10 Jun 90

Established as 313th Transport Group 28 January 1942 and activated 2 March 1942. Redesignated 313th Troop Carrier

Group 4 July 1942. Inactivated 15 November 1945. Activated 30 September 1946. Redesignated 313th Troop Carrier

Group, Heavy, 30 July 1948 and 313th Troop Carrier Group, Special, 1 February 1949. Inactivated 18 September 1949.

Redesignated 313th Troop Carrier Group, Medium, 26 November 1952 and activated 1 February 1953. Inactivated 8 June

1955. Redesignated 313th Tactical Airlift Group 24 August 1978 and activated 15 September 1978.

Assumed Command

Unknown

Capt Fred W. Nelson

Col James J. Roberts, Jr.

It Col William A. Filer

It Col Paul W. Stephens

It Col Carl W. Campbell

Inactivtt

Col Clinton W. Davies

Not mlJnned

It Col Walter R. Washburn, Jr.

Col Frank P. Bostrom

It Col Paul A. Jones

Lt Col Conway S. Hall

Inactivtt

Col Benton R. Baldwin

Col Steward H. Nichols

lnactivtt

Col Harry W. Williamson, Jr.

Col Edward V. McGee

Col Bruce F. Kolofske

Col Clifford A. Hodge

Col David O. Williams

Col Elmer C. lavender II

257

2 Mar 42

7 Mar 42

26 Jun 42

18Mar45

26 Mar 45

circa Aug 45

15 Nov 45

30 Sep 46

25 Jun 47

15 Aug 47

3 Dec 47

24 Nov 48

Feb 49

18 Sep49

1 Feb 53

1 Oct 53

8 Jun 55

15Sep78

4 Jun 79

25 Jun 82

11 Jul85

31 Oct 85

29 Mar 88
608TH MILITARY AIRLIFT GROUP

Rarnstein AB, Germany

Established 8S GOath Military Airlift Group 1 July 1983 and activated 1 August 1983.

Assumed Command

Col Leonard J. Augustine

Col Vernon l. Pellman, Jr.

Col James M. Murphy

1 Aug 83

19 May 86

20 May 89

625TH MILITARY AIRLIFT SUPPORT GROUP

Torrejon AB, Spain

Activated 1 August , 983.

Assumed Command

Col Myles A. Rohrlick

Col George L. Newton III

Col Reuben T. Dixon, Jr.

Col Jack E. Keeter, Jr.

Col Thomas W. Griesser

1 Aug 83

18 May 84

26 Jul 84

27 Oct 86

19 Jun 89

MALCOLM GROW USAF MEDICAL CENTER

Andrews AFB, Maryland

Established 8S 16th Station Medical Group and Ofganized 10 March 1948 at BoRing AFR. DC as part of Headquarters Command.

Redesignated 11 00th Station Medal Group 19 July 1948. 11 00th Medical Group 8 August 1949. and 11 00th USAF Hospital

2 November 1953. Redesignated USAF Hospital Andrews 1 July 1958 and moved to Andrews AFB 1 August 1958.

Redesignated Malcolm Grow USAF Hospital 18 October 1967 and Malcolm Grow USAF Medical Center 1 July 1969. Became

part of Military Airlift Command 1 July 1976.

Assumed Command

Lt Col Harold F. Funsch

Maj Howard R. Lawrence

Lt Col (Con Raymond A. Lawn

Lt Col Robert A. McCall

Col Levi M. Browning

Col (Maj Genl Aubrey L Jennings

Col (Maj Genl Archie A. Hoffman

Brig Gen Henry C. Oofris

Brig Gen MaxweU W. Steel, Jr.

Brig Gen Quintino J. Serenati

Col {Brig Genl Kermit Q. Vandenbos

Brig Gen William H. Greendyke

Brig Gen Monte B. Miller

Col (Brig Ganl Vernon Chong

Brig Gen Thomas P. Ball, Jr.

Brig Gen James G. Sanders

Brig Gen Stephen R. Shapiro

Brig Gen Robert W. Poel

258

10Mar48

Unknown

1 Nov 49

8 Jan 51

26 Feb 51

16 Sep 54

27 Jul 59

19Jul68

1 Aug 69

1 Aug 70

1 Oct 72

5 Aug 78

23 Feb 80

29 Nov 81

27 Mar 85

23 May 86

13 Feb 87

25 Sap 90
TWENTY-SECOND AIR FORCE

Travis AFB. California

Established 8S Domestic Division, Air Corps Ferrying Command, and activated 28 December 1941. Redesignated Domestic

Wing 26 February 1942; Ferrying Division, Air Transport Command. 20 June 1942: Continental Division 28 February 1946.

Discontinued 31 October 1946. Consolidated with organization established as Continental Division, Military Air Transport

Service. and organized 1 July 1948. Redesignated Western Transport Air Force 1 July 1958 and Twenty-Second Air Force

8 January 1966.

Assumed Command

Col William H. Tunner

Col IBrig GenlMaj Genl Bob E. Nowland

In/ICtive

Unknown

Maj Gao James S. Stowell

Brig Gan IMaj Ganl Ekooke E. Allen

Maj Gen Russell l. Waldron

Maj Gen Glen R. Birchard

Maj Gen George B. Deny

Maj Gen Joseph A. Cunningham

Maj Gen James C. Sherrill

Maj Gen William G. Moore, Jr.

Maj Gen John F. Gonge

Maj Gen Thomas A. Aldrich

Brig Gen James L. Gardner, Jr.

Maj Gen Charles F. G. Kuyk, Jr.

Maj Gen Robert F. Coverdale

Maj Gen Donald W. Bennett

Maj Gen Donald D. Brown

Maj Gen Alexander K. Davidson

Maj Gen Richard J. Trzaskoma

B34TH AIRLIFT DIVISION

Hickam AFB. Hawaii

28 Dec 41

1 Aug 44

31 Oct 46

1 Jul 48

1 May 50

12 May 55

29 May 57

10 Jul 61

29 Jun 63

19Jul66

3 Jun 68

1 Feb 70

29 Aug 72

15 Aug 75

1 Apr 78

17 Jul 78

23 May 80

27 Jul 81

29 Oct 84

27 Feb 87

26 Jul 89

Established as 834th Air Division 30 August 1957 and activated 25 September 1957. In~ctivated 1 April 1959. Activated

24 June 1964 and organized 1 July 1964. Inactivated 1 December 1971. Activated 31 January 1972 and inactivated 31

December 1974. Redesignated 834th Airlift Division 23 August 1978 and activated 1 October 1978.

Assumed Command

Col Victor E. Warford

Brig Gen Ivan W. McElroy

ImJctive

Not tn6nned

Col Richard V. Travis

Col (Brig Genl William P. McBride

Col James J. England

Unknown

Nottn6nnrHJ

Col Robert T. Simpson

Brig Gen William G. Moore, Jr.

Brig Gen Hugh E. Wild

Brig Geo William G. Moore, Jr.

Brig Gen Hugh E. Wikl

Brig Geo IMaj Gen) Burl W. Mclaughlin

Brig Gen John H. Herring, Jr.

Brig Gen John H. Germeraad

ImJctive

259

25 Sep 57

CirCIl 15 Jul 58

1 Apr 59

24 Jun 64

1 Jul 64

14 Jun 65

18Jun66

2 Aug 66

13 Sep 66

15Oct66

30 Oct 66

1 Sap 67

26 Sep 67

12 Nov 67

29 Nov 67

23 Jun 69

9 Jun 71

1 Dec 71
Not mBnned

Brig Gen Eugene W. Gauch, Jr.

Col Robert F. Coverdale

InBctive

Col Jimmy L. Maturo

Col Browning C. Wharton, Jr.

Col Richard J. Trzaskoma

Col (Brig Gen) Gary H. Mears

Col (Brig Gen) James J. LeCleir

Brig Gen Vernon J. Kondra

Brig Gen James F. Hinkel

60TH MILITARY AIRLIFT WING

Travis AFB, California

31 Jan 72

15Mar72

16Jul74

31 Dec 74

1 Oct 78

30 Jun 80

21 Aug 81

6 Jul 83

20 Aug 85

19 Aug 87

31 Jul 89

Established as 60th Troop Carrier Wing, Medium, and activated 1 July 1948. Redesignated 60th Troop Carrier Wing, Heavy,

5 November 194B and 60th Troop Carrier Wing, Medium, 16 November 1949. Inactivated 25 September 1958. Redesignated

60th Military Airlift Wing and activated 27 December 1965. Organized and assigned to Military Airlift Command 8 January

1966. Upon activation, the Wing received by tempor.-y bestowal the history, lineage, and honors of the 60th Troop Carrier

Group for the period prior to 1 July 1948.

Assumed Command

Col Bertram C. Harrison

Col Henry W. Dorr

Lt Col Benjamin A. Karsokas

Col Robert C. Paul

Col Theron H. Coulter

Col James J. Roberts, Jr.

Col Hilbert M. Wittkop

Col James J. Roberts, Jr.

Col Auby C. Strickland

Col Laurence B. Kelly

Col Harry S. Bishop

Col Clyde Box

Unknown

Col Randolph E. Churchill

Col James W. Ingram

InBctive

Not mBnned

Brig Gen Maurice F. Casey, Jr.

Brig Gen James A. Hill

Brig Gen John H. Germeraad

Brig Gen Ralph S. Saunders

Col (Brig Gen) Charles E. Shannon

Col (Brig Gen) Harry A. Morris

Col Donald W. Bennett

Col Allen L. Trott, Jr.

Col RiChard J. Trzaskoma

Col Howard D. Jumper

Col Anthony J. Burshnick

Col Robert W. Sample

Col Robert V. Woods

Col Thomas D. Pilsch

Col John C. Tait

Col Bobby D. Floyd

Cot William J. Baggert

260

CirCB

CirCB

1 Jul 48

27 Aug 48

16 Dec 48

22 Dec 48

20 Jan 49

1 Oct 49

8 Oct 49

3 Apr 50

2 Jun 51

13Jul52

1 Nov 53

1 Aug 55

14 Feb 56

22 May 56

Jul58

25 Sep 58

27 Dec 65

8 Jan 66

8 Jul 68

1 Mar 70

14 May 71

16 May 73

15 Oct 73

2 May 75

1 Sep 77

15 Feb 79

7 May 80

21 Jul 80

8 Mar 82

27 Feb 84

29 May 86

6 Apr 88

2 Jun 89

18 Jun 90
620 MILITARY AIRLIFT WING

McChord AFB, Washington

Established 8S 62d Troop Carrier Wing 28 July 1947 and organized 15 August 1947. Redesignated 62d Troop Csrrier Wing,

Medium, 22 August 1948 and 62d Troop Carrier Wing, Heavy, 12 October 1949. Inactivated 1 June 1950, activated 17

September 1951, and redesignated 62d Air Transport Wing, Heavy, 1 January 1965. Redesignated 62d Military Airlift Wing

8 January 1966. Upon activation, the Wing received by temporary bestowal the history, lineage. and honors of the 62d

Troop Carrier Group for the period prior to '5 August 1947.

Assumed Command

Col Julius A. Kolb

Col Fred C. Nelson

Not manned

Inactive

Brig Gan Harold W. Bowman

Col Edward T. Imparate

Brig Gan Harold W. Bowman

Brig Gao George F. McGuire

Col John M. Hutchison

Col Harold M. Brecht

Col Allison C. Brooks

Col Tracy J. Petersen

Col Allison C. Brooks

Col Tracy J. Petersen

Col Hugh E. Wild

Col Theodore P. Tatum

Col (Brig Gen) Clare T. Ireland, Jr.

Col John H. Germeraad

Brig Gen Arthur W. Cruikshank, Jr.

Brig Gen John H. Germeraad

Brig Gen Van N. Backman

Col (Brig Gen) Benjamin F. Starr, Jr.

Col Donald W. Bennett

Col (Brig Gen) Edward J. Nash

Col Allan K. Andreason

Col Donald D. Brown

Col James D. Kellim

Col Donald C. Smith

Col Jerry P. Harmon

Col Vernon J. Kondra

Col Edwin E. Tenoso

Col Michael J. McCarthy

630 MILITARY AIRLIFT WING

Norton AFB, California

15Aug47

10 Apr 48

2 Mav· 50

1 Jun 50

17 Sep 51

19 Mar 52

Apr 52

18 Sep 54

26 Mav 58

13Jun60

15 Aug 60

by 27 Feb 63

Mav 63

3 Jan 64

7 Aug 64

16 Nov 66

9 Jun 67

16Feb69

19 Mav 69

22 Aug 69

1 Mar 70

31 Mav 73

12 Aug 73

14 Aug 73

8 Aug 75

1 Jul 77

20 Feb 79

18 Sep 79

24 Mar 82

23 Mar 84

19 Mav 86

16 Aug 89

Established as 63d Troop Carrier Wing, Medium, 10 May 1949 and activated in the Reserve 27 June 1949. Ordered to

active duty 1 May 1951 and inactivated 9 May 1951. Redesignated 63d Troop Carrier Wing. Heavy, 18 December 1952

and activated 8 January 1953. Redesignated B3d Military Airlift Wing 8 January 1966. Upon activation, the Wing received

by temporary bestowal the history, lineage, and honors of the B3d Troop Carrier Group for the period prior to 27 June 1949.

Assumed Command

Brig Gen Robert l. Copsey

Col Clayton Stiles

Inactive

Brig Gen Glynne M. Jones

Col Eston E. Selvey

Brig Gen Glynne M. Jones

261

circa

circa

Jun 49

9 Sep 50

9 May 51

Mar 53

Jan 53

Mar 53
Brig Gen Edgar W. Hampton

Col Chester C. Moomaw

Col (Brig Gen) Andrew B. Cannon

Col Roland J. Barnick

Col Leland W. Johnson

Col Gilbert L. Curtis

Col lopez J. Mantoux

Col James A. Evans. Jr.

Brig Gen Gilbert L. Curtis

Brig Gen Louis G. Griffin

Brig Gen John F. Gonge

Brig Gen Lester T. Kearney. Jr.

Brig Gen Erskine Wtgley

Brig Gen Benjamin F. Starr, Jr.

Brig Gen William E. Carson

Cot (Brig Genl George B. Powers. Jr.

Brig Gen Duane H. Cassidy

Col (Brig Genl Claudius E. Watts til

Col Charles A. Vickery

Col Thomas E. Eggers

Col Marvin S. Ervin

Col Brooke P. Bailey

Col Robert F. Neal

314TH TACTICAL AIRLIFT WING

Little Rock AFB. Arkansas

Feb 55

circa Sap 58

15 Sap 58

29 Sap 61

24 Jun 64

8 Jul 64

7 Apr 66

4 Nov 66

1 Apr 67

6 Jul 68

1 Feb 70

28 Feb 71

12 Mar 73

15 Aug 74

15Jul75

9 Jul 76

21 Feb 78

7 Jul 80

24 Feb 82

25 Jun 84

26 Jun 86

7 Apr 88

23 Jul 90

Esta~ished as 314th Troop Carrier Wing, Medium, 4 October 1948 and activated 1 November 1948. Redesignated 314th

Troop Camer Wing 1 January 1967 and 314th Tactical Airlift Wing 1 August 1967. The Wing received by tempolW'y bestow.

the history. lineage. and honors of the 314th Troop Carrier Group for the period prior to 1 November 1948.

Assumed Command

Col Hoyt L. Prindle

Col Norton H. Van Sicklen

Col Hoyt L. Prindle

Col Norton H. Van Sicklen

Col William H. Oelacey

Col Hoyt L. Prindle

Cosl Marvin L. McNickle

Col William Lewis. Jr.

Col Adriel N. Williams

Col Charles W. Howe

Col John T. Hytton, Jr.

Lt Col William F. Kelleher

Col Daniel F. Tatum

Col George M. Foster

Col William H. Delacey

Col William G. Moore, Jr.

Col Arthur C. Rush

Col Paul A. Jones

Col lyle O. Lutton

Col Albert W. Jones

Col William T. Phillips

Col Ray C. Staley

Col Andrew P. Iosue

Col Richard J. Gibney

Col Richard T. Drury

Col Frank W. Janssen

Brig Gen Eugene W. Gauch. Jr.

Col Robert F. Coverdale

262

1 Nov 48

31 Aug 50

28 Dec 50

1 Jun 52

2 Jul 52

23 Aug 52

6 Jul 54

1 Jul 56

21 Jul 56

1 Aug 57

B Oct 57

30 May 58

16 Jul 58

16 Jul 60

17 Aug 60

13 Aug 62

1 Sop 63

14 Feb 67

12 Mar6B

12 Oct 68

15Jul70

22 Jan 71

15May71

31 May 71

31 Jul 72

14 May 73

18 Oct 73

3 Nov 73
Col John E. Davis

Brig Gen Russell E. Mohney

Col Donald M. Nagel

Col (Brig Gen) Alfred G. Hansen

Col Dan W. Freeman

Col William A. Kehler

Col Floyd E. Hargrove

Col Charles C. Barnhill, Jr.

Col Donald E. Loranger

Col Albert R. Hart

374TH TACTICAL AIRLIFT WING

Yokota AB, Japan

16Jul74

19Jan76

1 Aug 77

16 Oct 78

17Jul81

25 Jut 83

11 Apr 85

26 Mar 86

4 May 88

3 Nov 89

Established as 374th Troop Carrier Wing, Heavy, 10 August 1948 and activated 17 August 1948. Inactivated 1 July 1957.

Redesignated 374th Troop Carrier Wing and activated 27 June 1966. Organized 8 August 1966. Redesignated 374th Tactical

Airlift Wing 1 August 1967. Transferred from Pacific Air Forces to Military Airlift Command 31 March 1975. Moved to

Yokota AB, Japan, 1 April 1990. The Wing received by temporary bestowal the history, lineage, and honors of the 374th

Troop Carrier Group for the period prior to 17 August 1948.

Assumed Command

Cot Charles K. Moora

Col James C. Jensen

Col Troy W. Crawford

Col Charles W. Howe

Col James W. Chapman, Jr.

Col Adriel N. Williams

Col Francis W. Williams

Col James R. Haun

Inact;ve

Not msnnBd

Col John R. Neal

Col Russell D. Crane

Brig Gen Kelton M. Farris

Col Nobel F. Greenhill, Jr.

Col Andrew P. losue

Col James I. Baginski

Col Albert M. Navas

Col James I. Baginski

Col Albert M. Navas

Col Gary G. Boettcher

Col Jimmy L. Maturo

Col James H. Mahew

Col Browning C. Wharton, Jr.

Col James W. Alexander

Col Frank E. Willis

Col lowell G. Fathera

Col Frank Cardile

Col Robert Y. Foerster

Col George R. Durham, Jr.

375TH MILITARY AIRLIFT WING

Scott AFB, Illinois

17 Aug 48

Feb 49

19 Jun 49

Sep 51

9 Aug 52

1 Mar 54

16 Jun 56

22 Jun 57

1 Jul 57

27 Jun 66

8 Aug 66

16Jun67

25 Jan 69

11 Jul70

31 May 71

18May73

12 Feb 75

24 Apr 75

1 Aug 75

15 Aug 77

29 Aug 77

1 Oct 78

31 Oct 78

27 Jun 80

8 Jun 81

11 Feb 83

27 Jun 85

21 Apr 88

25 Jul 90

Established as 375th Troop Carrier Wing, Medium, 10 May 1949 and activated in the Reserve 27 June 1949. Ordered

to active service 15 October 1950. Inactivated 14July 1952. Activated in the Reserve 14 July 1952. Inactivated 16 November

1957. Redesignated 375th Aeromedical Airlift Wing and activated 27 December 1965. Organized 12 January 1966.

263
Redesignated 375th Military Airlift Wing 30 March 1990. Upon activation, the Wing received by temporary bestowal the

history, lineage, and honors of the 375th Troop Carrier Group for the period prior to 27 June 1949.

Assumed Command

Brig Gen Emil H. Molthan

Col William S. Johnston

It Col Stanley V. Fowler

Col Lance Call

Col Glynne M. Jones

Brig Gen Franklin Rose

Col Arthur R. Anderson

Col Jack R. Adams

Col Albert B. Starr

InBctivB

Not manned

Col William E. Nix

Col Felix G. Brenner

Col Harry L. Waesche

Col Robert G. Moeller

Col John W. Self

Col Muller L. Jones

Col Frank W. Contestable

Col Charles C. lrions

Col Paul A. Bergerot

Col Hubert S. Diamond

Col John A. Doglione

Col Bruce M. Purvine

Col John E. Massingale

Cor Louis V. Pelini

Col Richard B. Fowler II

Col Bobbie L. Mitchell

Cot Walter S. Hogle, Jr.

Cot Robert J. Boots

27 Jun 49

14 Sep 49

circa Aug 50

Sep 50

3 Mar 52

22 May 52

14 Jul 52

Mar 53

1 Sep '55

16 Nov 57

27 Dec 65

12Jan66

3 Aug 66

6 Sep 66

1 Oct 68

1 Nov 69

13May71

24 May 71

31 May 74

30 Jun 75

29 Jan 76

9 Jun 78

22 May 81

10 Jun 82

25 May 84

22 Oct 86

31 May 88

12 Oct 89

8 Jun 90

4430 MILITARY AIRLIFT WING. TRAINING

Altus AFB. Oklahoma

Established as 443d Troop Carrier Wing, Medium, 10 May 1949 and activated in the Reserve 27 June 1949. Ordered to

active service 1 May 1951. Inactivated 8 January 1953. Redesignated 443d Military Airlift Wing, Training, and activated

27 December 1965. Orgenized 8 January 1966. Upon activation, the Wing received by temporary bestowal the history,

lineage, and honors of the 443d Troop Carrier Group for the period prior to 27 June 1949.

Assumed Command

Brig Gen Robert J. Smith

Col William E. Shuttles

InBctive

Not manned

Col Mahlon B. Hammond

Cot Jerome M. Triolo

Cot Weldon Newquist

Col George M. Wentsch

Brig Gen Eugene B. Sterling

Brig Gen Tedd L. Bishop

Col Herry F. Smith, Jr.

Col IBrig Genl Maurice C. Padden

Col IBrig Genl Philip S. Prince

Col Jimmie L. Jay

Col Richard C. Milnes II

Col John E. Haseltine

Col Edward S. Brannum

Col Walter S. Hogle, Jr.

264

27 Jun 49

11 Aug 50

8 Jan 53

27 Dec 65

8 Jan 66

30 Jun 66

14Aug68

18 Sep 70

9 Jun 72

14 May 73

7 Mar 75

9 Jun 78

30 Apr 80

19Aug81

3 Jun 83

21 Jan 85

25 Mar 88

11 Jun 90
4630 TACTICAL AIRLIFT WING

Dyess AFB. Texas

Established 8S 463d Troop Carrier Wing, Medium, 1 December 1952 and activated 16 January 1953. Redesignated 463d

Troop Carrier Wing, ASSllutt. 1 October 1962; 463d Troop Camer Wing, Medium, 15 Mav 1965; 463d Troop Carrier Wing

8 December 1965; and 463d Tactical Airlift Wing 1 August 1967. Inactivated 31 December 1971. Activated 1 June 1972.

the unit was transferred 1 December 1974 from the Tactical Air Command to the Military Airlift Command. Upon activation.

the Wing recerved by temponty bestow.. the history. lineage. and honors of the 463d Troop Carrier Group for the period

prior to 16 January 1953.

Assumed Command

Col George L. Holcomb

Brig Gan Cecil H. Childre

Col James L. Daniel, Jr.

Col Luther O'Hern

Col James l. Daniel, Jr.

Col George G. Norman

Col George G. Byrnes, Jr.

Col Earl W. Worley

Col George G. Byrnes. Jr.

Col Ralph l. Reeve

Col Arthur E. Aenchbscher

Col Lopez J. Mantoux

Col Thomas A. Twomey

Col Marion F. Caruthers

Col Chartes S. Wolfe

Col John R. Geyer

Col Stewart Young

InlJctive

Col Richard T. Drury

Col Robert F. Coverdale

Col Bruce D. Ferrier

Col Russell E. Mohney

Col Sam 8. Barrett

Col Ivan D. Brown

Col Robert B. Patterson

Col Alexander K. Davidson

Cot John D. Butterfield

Cot Hanson L. Scott

Cot Fredric N. Buckingham

Cot Kenneth E. McAlear

Cot Albert R. Hart

Col Robert A. Maguire

1550TH COMBAT CREW TRAINING WING

Kirtland AFB. New Mexico

16 Jan" 53

20 Aug 54

4 Jun 57

25 S8p 57

11 Dec 57

25 Jun 58

18 Jun 60

22 Sep 60

9 Jut 62

22 Aug 62

17 Oct 64

7 Nov 66

7 Dec 67

12 Apr 68

9 May 69

2 Jul 70

2 S8p 71

31 Dec 71

1 Jun 72

20 Jun 72

2 Nov 73

11 Feb 75

13 Jan 76

7 Mar 77

22 Mar 79

25 Mar 80

21 Jun 82

17 Jun 85

18 Aug 86

14 Apr 88

24 May 88

1 Nov 89

Esta~ished as 1550th Aircrew Training and Test Wing and activated 1 April 1971. Redesignated 1550th Combat Crew

Training Wing 15 May 1984.

Assumed Command

Col Malcolm C. Frazee

Col Erskine Wigley

Col William E. MOOfe

Col Dale L. Oderman

Col Ned L. Cagte

Col Bruce M. Purvine

Col Charles R. Skinner

265

1 Apr 71

12 Aug 72

8 Mar 73

12Feb75

1 Jun 78

1 Mar 79

18 May 81
Col Floyd E. Hargrove

Col larry D. Parsons

Col Roland J. Page

Col Charles R. Holland

1606TH AIR BASE WING

Kirtland AFB, New Mexico

18Jan83

5 Apr 85

17 Jun 87

15 Jun 89

Established as 1606th Air Base Wing and activated 1 July 1977. Assigned to Twenty-Second Air Force 1 July 1977, TwentyThird Air Force 1 October 1983, and again to Twenty-Second Air Force 22 May 1990.

Assumed Command

Col Archer l. Durham

Col (Brig Gen) Jack W. Sheppard

Col James N. Hockney

Col Robert E. Purves

Col Gary H. Mears

Col David W. Scott

Col Charles G. Thomas

Col Thomas W. Sullivan

Col Edward S. Brannum

1 Jul 77

21 Feb 79

22 Jun 81

7 May 82

7 Jun 82

1 Jul 83

3 Jun 85

22 Jul 88

14Jun90

6030 MILITARY AIRLIFT SUPPORT GROUP

Kadena AS, Japan

Constituted 603d Military Airlift Support Squadron end activated 27 December 1965. OrganiZed 8 Jenuary 1966. Inactivated

1 January 1986. Consolidated 3 March 1987 with the 603d Military Airlift Support Group (established 8 November 1985;

activated 1 January 1986).

Assumed Command

Col William M. McKinzie

Col Matthew J. Freda

Col Hugh l. Baynes

Col Thomas P. Edwards, Jr.

Col Robert G. Caesar

Col Frederick l. Breitinger

Col Franklin C. Whitwell

Col Myles A. Rohrlick

Col Joseph W. Kerr

Col Michael Mullen

Col Jack A. Martines

Col Jerry D. Clearman

8 Jan 66

20 Sep 67

29 Mar 69

30 Aug 71

5 Jul 72

3 May 75

19Aug77

29 Aug 79

15 Jan 82

20 Jul 84

10 Jul 87

23 Jul 90

611TH MILITARY AIRLIFT SUPPORT GROUP

Osan AB, Korea

Constituted 61 1th Military Airlift Support Squadron 18 March 1969. Activated 8 April 1969. Inactivated 1 January 1986.

Consolidated 3 March 1987 with the 61 1th Military Airlift Support Group lestablished 8 November 1985; activated 1 January

1986j.

Assumed Command

Maj Robert J. McClellan

Maj Merritt B. Pound, Jr.

266

8 Apr 69

1 Jun 69
It Col Bruce M. Tobey

Lt Col Donald E. Lockstrom

Lt Col Uoyd S. Jacobson

Lt Col Russell N. Herring

It Col Richard W. Cross

It Col Don S. Bengston

Maj Donald B. Justice

It Col Donald G. Lawson

It Col Michael L. Beavers

It Col Dan A. Roberts

It Col Lawrence E. Bielstein

It Col Edward D. McCall

It Col Jack A. Martines

Col Jerold L. Weiss

Col Albert L. Abernathy

Col Ralph E. Olson

Col William L. Wacker

Col Dennis D. Wood

616TH MILITARY AIRLIFT GROUP

Elmendorf AFB, Alaska

9 Jun 70

5 Jun 71

1 Jul 72

10 Jul 73

29 Jun 74

16Jun75

B Sep 75

30 Sep 75

25 Sep 76

29 Aug 77

20 Aug 78

18Jul79

15 Jul80

17 Jun 82

lBJunB4

Jun 86

22 Jun 88

10 Sep 90

Constituted 616th Military Airlift Support Squadron and activated 27 December 1965. Organized 8 January 1966. Inactivated

26 March 1973. Redesignated 616th Military Airlift Group 30 October 1975 and activated 1 November 1975.

Assumed Command

Maj Keith O. Ricks

Maj Thomas A. O'Neill

Col Ernest E. Triplett

It Col James E. Conover

Col John Combe III

Col Jack H. Wrinkle

Col Gerald V. Kehrli

It Col ICol) Craig W. Bergin

Col Robert F. Sherman

Col Glenn W. Jones

Inactive

Col James R. Olson

Col Robert C. Ingram, Jr.

Col Philip J. Riede

Col James E. Callahan

Cot William P. Martin, Jr.

Col Harvey W. C. Shelton

8 Jan 66

14 Feb 66

1 Jun 67

15 May 68

29 Jun 68

29 May 69

14 May 70

22 Nov 70

8 Jun 71

2 Jun 72

26 Mar 73

1 Nov 75

14 Jun 78

7. Nov 80

24 Aug 83

7 Aug 86

20 Jun 90

624TH MILITARY AIRLIFT SUPPORT GROUP

Clark AB, Philippines

Established as 624th Military Airlift Support Group 8 May 1989 and activated 1 October 1989.

Assumed Command

Col Alvin C. Schweizer II

267

1 Oct 89
DAVID GRANT USAF MEDICAL CENTER

Travis, California

Established as 4167th Hospital and organized 15 February 1954 8S part of the Strategic Air Command. Reassigned to the

Military Air Transport Service (later Military Airlift Command) and redesignated USAF Hospital Travis 1 July 1958. Redesignated

David Grant USAF Hospital 1 July 1966 and David Grant USAF Medical Center' July 1969.

Assumed Command

Col W. F. Dewitt

Col George F. Baier III

Col Nuel Pazdral

Col John W. Lint.sty

Col Nuel pazdral

Col John Ficicchy, Jr.

Col Ralph P. Campanale

Col James B. Anderson

Col James P. Jernigan

Col John A. Norcross

Col (Brig Genl George E. Reynokts

Col (Brig Genl Evan W. Schear

Col Monte B. Miller

Col William L. lee. Jr.

Col Vernon Chong

Col Frederick W. P1ugge IV

Col PaulO. Gleason

Col Marshall S. Cook

Col Robert W. Gilmore

USAF MEDICAL CENTER SCOTT

Scott AFB. Illinois

Feb 54

11 May 54

Oct 55

Unknown

Oct 59

11 Jan 60

1 Jun 62

27 Aug 63

27 Jan 64

Mar 67

Jul 71

Jul72

1 May 75

15 Aug 77

1 Nov 78

Dec 81

8 Apr 85

17 Mar 86

29 Jun 90

Designated 331 Oth Medical Squadron and organized 26 August 1948. at Scon AFB Il. as part of Air Training Command.

Redesignated 3310th Station Medical Squadron 1 November 1948. 3310th Medical Group 23 March 1950. and 3310th

USAF Hospital 16 October 1953. Reassigned to Military Air Transport Service (later Military Air1ift Command) and redesignated

1405th USAF Hospital 1 October 1957. Redesignated USAF Hospital Scott 1 July 1958 and USAF Medical Center. Scon.

1 July 1969.

Assumed Command

Col louis J. Pohl

Col John E. P1uenneke

lt Col (Call Harold F. Funsch

Col Daniel R. Sewell

It Col Richard J. Brightwell

Col Cerl 8. Stilson

Col Edgar H. Underwood, Jr.

Col Oakley K. Park

Col Herbert V. Swindell

Col Robert M. Dean

Col John W. Ord

Col (Brig Genl William H. Greendyke

Col Warner H. Gustavson

Col lawrence R. Smith

Col Marion J. Williams

Col Michael J. Torma

Col Paul K. Carlton. Jr.

268

26 Aug 48

17 Feb 49

Oct 49

1 Oct 51

11 Aug 55

26 Nov 55

1 Jul 59

2 Jul 64

by Jul71

by Jul 73

by Jul74

by Jul75

1 Aug 78

by Jun 83

by Dec 83

1 Jul 85

19 May 88
AEROSPACE AUDIOVISUAL SERVICE

Norton AFB. California

The Air Pictorial Service was established as a Separate Operating Agency 1 April 1951. Redesignated Air Photographic

and Charting Service and reassigned to Mmtary Air Transport Service (later, Military Airlift Command) 16 April 1952, losing

SOA stlltuS. Redesignated Aerospace Audio-VlSual SeMce 8 January 1966 and AerosPace Audiovisual Service 1 May 1981.

Assumed Command

Brig Gao Brooke E. Allen

Brig Gao Edwin M. Day

Col William S. Bartt.sdale, Jr.

Maj Gao Clifford H. Rees

Brig Gao Robert W. Hall

Brig Gao John B. Wallace

Col John J. LaRoche

Col William S. Barksdale, Jr.

Col William E. Nix

Col Alterio Gallerani

Col James P. Warndorf

Col Theodore N. Mace

Col John B. Kerr, Jr.

Col James D. Elmer

CeM louis V. Pelini

Col Thomas E. Diamond

AIR RESCUE SERVICE

McClellan AFB. California

1 Apr 51

24 $ep 52

1 Mar 58

20 Mar 58

1 Aug 62

1 Jul64

5 Apr 65

19 Apr 65

1 Jun 68

16 Jan 70

1 Apr 72

28 Feb 75

30 Mar 79

3 Apr 80

31 Oct 86

29 Mar 89

Air Rescue Service was established and assigned to Air Transport Command 13 March 1946. The unit was redesignated

Aerospace Rescue and Recovery Service 8 January 1966 and realigned under the Twenty·Third Air Force 1 March 1983.

Redesignated Air Rescue Service and reassigned to Military Airlift Command 1 August 1989.

Assumed Command

Col Wallace S. Ford

Col Richard T. Kight

Col J. C. Bailey

Brig Gen Thomas J. DuBose

Brig Gen Joseph A. Cunninghsm

Col Theodore P. Tatum

Brig Gen Adriel N. Williams

Col (Brig Gen/Maj Gen) Allison C. Brooks

Brig Gen Frank K. Everest, Jr.

Brig Gen Glenn R. Sullivan

Maj Gen Ralph S. Saunders

Brig Gen (Ma; Gen) Cornelius Nugteren

Brig Gen (Maj Genl William J. Mall, Jr.

Brig Gen Philip S. Prince

Col Owen A. Heeter

Col Robert S. Michelsen

Col Charles R. Hagerhjelm

Col Eric E. Wheaton

Col John D. Woodruff

269

29 Msy 46

1 Dec 46

9 Jul 52

19Aug52

1 Aug 59

22 Jun 63

1 Aug 63

8 Mar 65

24 Apr 70

1 Mar 73

, Aug 74

29 Sep 79

21 Aug 81

, Mar 83

1 Oct 83

1 Oct 85

26 Feb 88

1 Aug 89

1 Aug 90
AIR WEATHER SERVICE

Scott AFB. Illinois

Constituted 13 April 1943. It was activated the next day as the Weather Wing and asstgned to the Right Control Command

at Washington. DC. The wing moved to Asheville, North Carolina, 3 May 1943 and was redesignated as the Army Air Forces

Weather Wing and reassigned to the Headquarters, Army Air Forces 6 July 1943. It was redesignated 85 the Army Air

Forces Weather Service 1 July 1945 and moved to langley Field, Virginia. 7 January 1946. It was redesignated as Air

Weather Service and reassigned to the Air Transport Command 13 March 1946. h: moved to Gravelly Point, Virginia, 14

June 1946 lind was reassigned to the Military Air Transport Service (later Military Airlift Command) 1 June 1948. Air Weather

Service moved to Andrews AFB. Maryland, 1 December 1948 end to Scott AFB. Illinois. 23 June 1958.

Assumed Command

It Col (Col) William O. Senter

Col James W. Twaddell, Jr.

Col (Brig Gen) Donald N. Yates

Cot (Brig Gen;Maj Genl William O. Senter

Brig Gen (Maj Gen) Thomas S. Moorman, Jr.

Col Norman l. Peterson

Maj Gen Harold H. Bassett

Brig Gen Norman l. Peterson

Brig Gen Roy W. Nelson, Jr.

Col IBrig Gen;Maj Gen} Russell K. Pierce, Jr.

Brig Gen William H. Best, Jr.

Brig Gan Thomas A. Aldrich

Brig Gan John W. Collens III

Brig Gan Berry W. Rowe

Brig Gan Albert J. Keehn, Jr.

Col (Brig Genl George E. Chapman

Col (Brig Genl John J. Kelly, Jr.

1ST WEATHER WING

Hickam AFB. Hawaii

14 Apr 43

15 Mar 45

1 Jul45

1 Aug 50

23 Apr 54

20 Mar 58

13 Nov 58

1 Nov 59

18 Mar 63

6 Oct 65

27 Jut 70

30 Jun 73

15 Feb 74

6 Aug 75

17 Aug 78

30 Jul 82

1 Jul 88

The unit was established as 1st Weather Wing 24 November 1953 and activated and assigned to Air Weather Service 8

February 1954.

Assumed Command

Col James W. Twaddell

Col Karl T. Rauk

Col Anthony T. Shtogran

Col Maxwell W. Roman

Col Nicholas H. Chavasse

Col John J. Jones

Col William S. Barney

Col Robert l. Soray

Col Ralph G. Suggs

Col lowell A. Stiles

Col Hubert E. Harvey

Col Morris H. Newhouse

Col William E. Cummins II

Col Alphonse Gargiulo. Jr.

Col Joseph E. Tucker

Col Norman F. Rauscher

Col Robert E. Julian

Col Paul D. Try

Col Floyd F. Hauth

Col Thomas K. Klein

270

8 Feb 54

30 Jun 54

Oe<: 54

1 Jul 57

24 Sap 57

18 Jul 60

5 Aug 61

17Jul63

27 Jun 66

14 Jul 67

30 Nov 70

30 Jul 71

3 Jun 74

29 Jul 75

3 May 76

30 Jun 78

17 Dec 82

12 Jul 85

3 May 87

14 Jul 89
20 WEATHER WING

Ramstein AB. Germany

The unit was established 8S 2d Weather Wing 24 November 1953 and activated and assigned to Air Weather Service 8

February 1954.

Assumed Command

Col Norman L. Peterson

Col James T. Seaver, Jr.

Col Roy W. Nelson, Jr.

Col Frederick J. Cole

Col Richard M. Gill

Col Arthur W. Anderson

Col George E. Rath

Col Thomas J. Arbogast

Col James M. Burkhart

Col Joseph M. Tyndall

Col Robert S. Wood

Col Wilson J. Boaz

Col Charles O. Janis,., Jr.

Col lynn L leBlanc

Col Billy L. Moore

Col James W. Hall

Col Tommy D. Guest

Col James O. Ivory

Col Gar( S. Zeigler

Col Ronald R. Brown

Col Robert P. Wright

30 WEATHER WING

Offutt AFB. Nebraska

8 Feb 54

2 Jul 54

2 Feb 57

3 Jul 60

22 Jul 60

5 JuJ 63

8 Jul 63

7 Jul 66

10 Jun 70

2 Jul 73

15 Oct 73

9 Jul 75

16 Aug 76

15Sep79

3 Jul 80

24 Jul 80

12 Aug 82

17 Jun 83

28 Jun 85

10 Jun 88

20 Jul 90

The unit was established 3d Weather Wing 25 September 1956 and activated and assigned to Air Weather Service 8 October

of that year.

Assumed Command

Col Frederick J. Cole

Col Anthony T. Shtogren

Col Russen K. Pierce, Jr.

Col Ralph G. Suggs

Col Robert L. Sorey

Col Eugene C. St. Clair

Col James H. Gillard

Col Berry W. Rowe

Col Albert J. Kuhn, Jr.

Col Alfred C. Molla, Jr.

Col Robert M. Gottuso

Col James W. Hall

Col Billy L. Moore

Col John H. Taylor

Col George L. Frederick

Col John W. Oliver

271

8 Oct 56

23 Aug 57

1 Jul 63

cirCIJ 5 Oct 65

21 Jun 66

1 Sop 70

1 Jun 73

1 Feb 74

16Jul75

2 Aug 18

1 Jul80

26 Aug 82

7 Jun 83

31 Jul 86

22 Jul 88

22 Jun 90
4TH WEATHER WING

Peterson AFB, Colorado

The unit was established 4th Weather Wing 1 June 1959 and activated and assigned to Air Weather Service 8 August

1959. It was inactivated 30 June 1972 and activated 1 October 1983, again under Air Weather Service.

Assumed Command

Col Kenneth A. Linder

Col Robert L. Sorey

Col Robert R. Osborn

Col Richard M. Gill

Col Paul E. McAnally

Col Lewis J. Neyland

Inact;ve

Col Serhij Pilipowskyj

Col James K. Lavin

Col Gene J. Pfeffer

Col Charles H. Tracy

5TH WEATHER WING

Langley AFB, Virginia

by

circa

8 Aug 59

Jun 63

16 Jul63

, Aug 63

10 Aug 67

22Jan7'·

30 Jun 72

1 Oct 83

, Aug 86

26 Jun 87

16Jun89

The unit was established as 5th Weather Wing 17 September 1965 and organized and assigned to Air Weather Service

8 October of that year.

Assumed Command

Col Kenneth A. Linder

Col Milton M. Hause

Col George E. Rath

Col Walter A. Keils

Col Leonard E. Zapinski

Col Joseph D. Saccone

Col Joe R. O'Neil

Col Salvatore R. LeMole

Col John A. Lasley, Jr.

Col John J. Kelly, Jr.

Col Ernie R. Dash

Col William S. Koenemann

7TH WEATHER WING

Scott AFB. Illinois

8 Oct 65

15Apr66

8 Jut 66

2 Feb 70

1 Oct 73

1 Aug 76

15Jul78

18 Jun 81

14 Oct 83

21 Jun 85

24 Jut 87

22 Jun 89

The unit was established and activated as 7th Weather Wing 17 September 1965 and organized and assigned to Air Weather

Service 8 October 1965. Inactivated 30 June 1972, it was activated 1 January 1976, again under Air Weather Service.

Assumed Command

Col Arthur W. Anderson

Col Walton l. Hogan, Sr.

Col William H. Best, Jr.

Col Douglas C. Purdy

Cot Robert L. Kane

Inactive

Col Chartes O. Jenista

Col David l. Roberts

Col Robert W. Fanning

272

8 Oct 65

14 Jun 66

23 Jun 66

4 Aug 67

6 Feb 70

30 Jun 72

8 Jan 76

26 JuJ 76

16Aug76
Col John J. Elliff

Col Thomas L. Harris

Col John R. Sweeney

Col John W. Diercks

Col Thomas O. Proffitt

Col John P. Upchurch

Col Melvin L. Turner

AIR FORCE GLOBAL WEATHER CENTRAL

Offutt AFB, Nebraska

18 Jun 80

1 Jun 83

31 Jan 84

5 Jun 85

19 Jun 86

2 May 88

27 Jul 90

Established as Air Force Global Weather Central 18 March 1969 and activated 8 July 1969. Assigned to the 6th Weather

Wing 30 June 1972. It became a direct reporting unit of Air Weather Service 1 August 1975.

Assumed Command

Col Ralph J. Steele

Col Daniel B. Mitchell

Col John C. Ball

Col Richard A. Johnston

Col Herbert A. Million

Col Alphonse Gargiulo. Jr.

Col Arthur BKIner

Col George E. Chapman

Col Oale C. Barnum

Col Oavid L. Donley

Col John W. Kiercks

Col Adrian A. Ritchie

DEFENSE COURIER SERVICE

Fort Meade, Maryland

8 Jul 69

Jun 70

Jan 73

Feb 73

31 Aug 75

28 May 76

15Jun78

22 Jun 81

23 Jul 82

20 Jul 84

3 Jul 86

7 Jun 89

Formerly Armed Forces Courier Service. Activated 1 October 1987; formal ceremony 17 November 1987 at Fort Meade,

Maryland. The MAC Commander in Chief serves as executive agent.

Assumed Command

Cot Howard L. King

Cot Chris L. Jefferies

AIRLIFT COMMUNICATIONS DIVISION

Scott AFB, Illinois

1 Oct 87

28 Jul 89

Established as Right Control Command 29 March 1943 and activated 3 April 1943. Disestablished 1 October 1943.

Reestablished and consolidated with the North Atlantic Communications Region (established as the 66th Airways and Air

Communications ServicelAACSJ Group 14 May 1948 and organized 1 June 1948; redesignated 1805th AACS Group 1

October 1948, 1805th AACS Wing 1 October 1953, North Atlantic AACS Region 1 November 1957, and North Atlantic

Communications Region 1 july 1961; discontinued and inactivated 1 July 1963) and the Eastern Communications Region

(established and activated 17 Oecember 1962; Ofganized 1 July 1963; inactivated 1 May 19701. Redesignated Airlift

Communications Division 10 February 1981 and activated 1 June 1981. Redesignated Airlift Information Systems Division

7 December 1984 and Airlift Communications Division 1 November 1986. Assigned to Headquarters MAC 1 October 1990.

Assumed Command

Col Samuel R. Harris

InlIetive

273

3 Apr 43

1 Oct 43
Lt Col G. B. Brock

Maj F. M. John

lt Col Casper R. Offringa

lt Col ICoIl Milbum B. Andrews

Lt Col ICol) Forrest W. Donkin

Col Chartes W. Bagstad

Lt Col James H. Wear. Jr.

Col William E. Geyser

Col James T. McElhone

Col (Brig Genl Anthony T. Shtogren

Col John E. FItZgerald, Jr.

Col Robert W. Dickerson

Col Hugh C. Moore

Col Robert J. Hennessy

Col Dean A. Voight

Col Robert P. Baumann. Jr.

Inactive

Col Ray G. Green, Jr.

Cot James W. Cowan

Col IBrig Genl Victor S. Stachelczyk

Col (Brig Gen) Dennis C. Beasley

Col (Brig Genl Jerome A. landry

Col Stephen E. Kelley

USAF AIRLIFT CENTER

Pope AFB. North Carolina

1 Jun 48

31 Jul 48

9 Aug 48

circa Sep 50

8 Jan 52

15 Mar 53

17 Jun 57

25 Jun 57

9 Jul 62

1 Jul 63

26 May 65

2 Jul 65

14 Jan 66

30 Jul 67

19 Aug 67

1 Feb 69

1 May 70

1 Jun 81

16 May 83

1 Sep 84

13 Jun 86

11 Mar 88

2 Mar 90

The United States Air Force Tactical Airtift Center was constituted. activated. and assigned to the Tactical Air Command

26 August 1966 and organized 1 september 1966. The unit inactivated 30 June 1971. Redesignated 4 November 1975

as the United States Air Force Airlift Center. the unit ectivated 1 December 1975 under the Military Airtift Command. From

1 December 1975 to 9 January 1987, the 317th Tactical Airlift Wing Commander was also the USAF Airtift Center

Commander.

Assumed Command

Col James G. Silliman

Col Howard W. Williams

Brig Gen Joseph N. Donovan

Col Charles W. Borders

Col (8rig Gen) William A. Dietrich

Col Charles W. Borders

Inactive

Brig Gen Robert F. Coverdale

Col Benjamin N. Kral;ev, Jr.

Col (Brig Gen) Duane H. Erickson

Col (Brig Gen) Robert B. Patterson

Col (Brig Gen) Edsel R. Fiekl

Col Frank E. Willis

Col Rolland F. Clarte:son, Jr.

Col Ronnie C. Peoples

Col John D. Fox

Col Thomas A. linn

27.

1 Sap 66

1 Jun 67

13Jun67

31 Jan 70

27 Feb 70

10 Jun 71

30 Jun 71

1 Dec 75

8 Aug 77

28 Feb 79

29 Mar 80

27 Feb 81

18 Feb 83

29 Feb 84

23 Sap 85

9 Jan 87

28 Mar 90
AIRLIFT OPERATIONS SCHOOL

Scott AFB. Illinois

The unit was constituted 8S the Military Airlift Command Airlift Operations School 5 July 1978 and activated at Scott AFB.

Illinois, 15 JulV 1978.

Assumed Command

Col Ronald F. Henderson

Lt Col Robert l. Trimpl

Lt Col lColI Ray O. Reaves

Lt Col John A. Johanek II

Lt Col Billie R. Carpenter

Lt Col Lynn C. Feterle

Lt Col John S. Satterthwaite

528TH AIR FORCE BAND

Scott AFB. Illinois

1 Sap 78

1 May 79

30 Jan 81

22 Apr 82

8 Sap 84

11 Aug 86

29 Jul 88

Constituted Air Force Band 2 July 1942 and activated 10 July 1942. Redesignated 28th Army Air Forces Band 10 August

1942, 528th Army Band 27 December 1943. 528th Army Air Forces Band 26 February 1944, and 528th Air Force Band

26 September 1947. Inactivated 8 August 1955. Activated 20 January 1960 and organized 8 April 1960.

Assumed Command

2d It Henry F. Riseman

WO/JG Robert L Landers

2d It {1st Ltl T. E. Cronk

CWO Gordon C. Pentz

2d It Hal W. Glidden

CWO Philip J. Azzolina

Capt Julian R. Rothenberger

Maj Donald Lindsey

Inactive

Not manned

Capt Bennie Maniscalco

Capt Harold C. Johnson

Maj Herman G. Vincent

Capt Ray E. Toler

Capt (Mail Charles M. Pettijohn

Lt Col Ronald W. Carl

Capt (Mail Roger W. Sebby

Maj ILt Col) H. Bruce Gilkes

275

Jul42

9 Feb 43

by Apr 44

19 Dec 45

10 Jun 46

22 Jul 46

by Sep 51

Nov 51

8 Aug 55

20 Jan 60

8 Apr 60

by Dec 66

by Dec 73

31 Aug 75

17 Jul 78

15Jul80

7 Jun 81

by May 86
APPENDIX IV

COMMAND PERSONNEL. 1941-1991

(Assigned)

y- 0lfic00' AJnnon ClvlIon Total

Dec 41 2,780

Dec 42 39,768

Dec 43 17,337 76.625 unk 93.962

Dec 44 29.665 131.242 66,176 227.083

Dec 45 20,327 56,368 52,187 128.882

Dec 46 8,122 33,968 17,590 59,680

Dec 47 6,952 34,748 7.846 49.546

Dec 48 8,436 40.946 9.995 59.377

Dec 49 8,058 42,051 8,190 58,299

Doc 50 9.134 51.584 8.689 69.407

Dec 51 13.173 68.181 10,443 91.797

Dec 52 13,158 76,079 14,506 103,743

Dec 53 12,142 79,457 12,759 104.358

Dee 54 13.061 80.428 13.955 107,444

Dec 55 13.303 74.637 16.01S 103.958

Dec 56 13,166 78,154 18,286 109,606

Dec 57 13,798 89.929 18.555 122.282

Dec 58 14,367 92.925 19,792 127.084

Dec 59 14,151 86,122 19,649 119,922

Dec 60 12.808 77,675 16,933 107,416

Dec 61 12.233 59,440 13,933 85,606

Dec 62 12,066 58,753 14,934 85,753

Dec 63 12,567 62,156 14,901 89.624

Doc 64 13,136 63,096 14,613 90,845

Dec 65 13,393 61,830 14,961 90,184

Dec 66 12,086 66,328 18,196 96,610

Dec 67 12,541 72,638 18,708 103.887

Dee 68 12,766 73,230 20,112 106,108

Dee'll9 11,966 63,406 18,727 94,099

Dee 70 11,802 59,626 17,143 88,571

Dec 71 11,863 59,594 17,360 88.817

Dec 72 10,891 54,251 16,291 81,433

Dec 73 9,874 48,714 14,882 73,470

Dec 74 11,666 56,417 15,990 84,073

Dec 75 12,640 59,724 16,700 89,064

Dec 76 12,643 61,812 16,610 91,065

Dec 77 12,322 60,554 17,975 90,851

Dec 78 11,931 60,700 16,989 89,620

Dec 79 11,841 59,403 16,346 87,590

Dee8D 11,976 59,310 16,295 87,581

Dec 81 12,026 60,678 16,380 89.084

Nov 82 12,021 61,547 16,447 90,015

Nov 83 12,665 65,526 16,382 94,573

Doc 84 12,627 65,082 16,395 94,104

Dec 85 12,825 63,371 15,569 91,765

Dec 86 12,819 64,426 15,594 92,839

Nov 87 12,501 64,590 15,656 92,747

Dec 88 12,192 62,139 14,495 88,826

Dec 89 12,007 60,274 15,010 87,291

Dec 90 11,208 58,403 14,382 83.993

276
APPENDIX V

COMMAND AIRCRAFT, 1941-1991

(Assigned as of December)

This appendix covers all command assigned aircraft, all missions: air transport, ferrying, special mission support, audiovisual. flight checking, aeromedical, rescue, weather, special operations. and training. Some transport aircraft, especially

in the early years perfomed other missions besides air transport. Also note aircraft designations varied over time.

v••, 1941 1942 1943 '944 1945 '948 1941 1948 '949 1950 1951

Typo

A-20 22 3

A-24 34 1 4

A-25 '6 1

A-26 3 ,

A-29 10 1

A-35 4

AT-S 43 43 26 '4

AT-7 6 8 6 5 1

AT-9 11

AT-'l 4 12 13 28 3

AT-17

AT-2l

"

3

AT-23 ,

B-17 11 45 41 65 54 41 86 69 63

B·18 21 1

8-23 ,

8-24 3 24 56 14

8-25 15 124 103 49 33 25 25 1 ,

B-26 24 18 3 5

B-29 22 l' 60 65 98 '34

8-34 ,

Be-1 32

BT-13 31 44

C-32 12 '6 ,

C-39 , 3 5

C-45 60 63 38 29 33 19 '9

C-45IJRBI , , 1

C-46 2 241 695 38 4 8 1 9-

C-47 206 890 613 330 211 243 240 '68 118

C-47(R4D) 4 4 4 ,

C-48 3 3

C-49 90 33

C-50 ,

C·52 , 1

C-53 44 18

C-54 2' 16 341 620 311 286 11 '83 239 20'

C-54IR5D) 39 39 35 38

C·56 3 ,

211
v•• 1941 1942 1943 1944 194. 1946 1947 1946 1949 1950 1951

Type

C-57 10 1

C·60- 3. .7 21

C-" 15 7 6 1

C-69 3 •

C·73 22 23

C-74 1 10 10 '0 10 11

C-75 5 5 5

C-78 1

C·82 1 6 7 26 25 24

C·B4 2 1

C·87·· 45 83 142 2 ,

C-97 3 3 7 38 82

C-98 4 4

C-'08 ,

C·l09 .2

C-'17 7 2

C-118 1 1 1 1 1

C-1181R601 3

C-119 10

C-121 , 10 • 8

C-124 2 13

DB·] 1

DC·3··· 7 185

F-5 1

F-. 1

F-47 1

F-51 1

F·Bl 1

G·15 3 8 8

H-5 21 .. 50 48

H-6 2

H-19 2

L-l 8 10 3 2

L-2 7 3

L-3 • 1

L-4 1. 10 18 7 4 3 1

L-5 26 12 • 48 36 31 2. 4 2

L-13 15 14 40

LB-30 5 11 14

lC-126 8 8

OA-9 3 3 1 1 1

OA-l0 4 14 2. 33 25 23 27

OA-12 1

OA·13 2 1

OA·'4 1

278
Vo. 1941 '942 1943 '944 1946 1948 '947 1948 1949 1950 1951

Typo

OA-16 4

P-6A 7

P-38 4 7

P·39/63 24 '5

.-40 '0 16

P-47· 26 '6 ,

P·Sl 4 8 , 4

PBY·5 1 , 1

PT·13 , 1

PT-17 3 6

PT-18 ,

A-5 ,. '9

A-6 4

RO-47 1

SA-l0 19 14

SA-16 26 74

T-6 '0 5

TF-6 ,

T-ll 2 , '5

T-ll(SNB) , 2

T-19 2

UC-36 4

UC-4O ,

UC-43 8 3

UC-45 4 42

UC-61 6 38

UC-64 30 '2 '0

UC-67 5 ,

UC-70 , ,

UC-71 2 ,

UC-72 9

UC-78 79 '27 23

UC·81 '5 ,

UC·102 1

XC-lOB ,

YC-l08 ,

2T-7 1

MSC 53

MSC-Trainers , 88 82 57

Total 20 458 1818 3090 1744 1035 900 676 899 862 938

·Includes the C-57 variant for 1942.

"·Contains the variants LB-3D and 8-24 for 1942.

··"Primarily the C-47, C-53, and C-84 variants.

279
COMMAND AIRCRAFT (Continued)

Vo.. 1962 1953 1954 1955 1966 1957 1958 1959 '960 1961

Typo

8·17 45 '9 '0 4 ,

8-25 54 61 57 54 57 30 3

B·26 3 6 2 3 3 3

B·29 '34 '28 100 72 2

8-47 , 2 2 2 2 2 ,

B-50 '8 38 83 89 88 89 63 63

8-57 , , , 28

C-45 70 '20 96 83 87 64 58 24

C-47 '81 '82 208 185 '87 '41 '0' '00 84 2'

C-47(R4D) , 1 ,

C·54 243 250 234 203 200 147 80 79 75 57

C·541R5DI 39 '3

C·74

C-82 22

" " " "

8 ,

C-97 58 52 58 58 57 47 48 48 48

C-117 '0 '0 , , , 1 , , , ,

C-118 13 '7 35 96 90 90 '27 '28 '23 ",

C-l1SIR6D) 10 32 32 22 21 24

C-119 7 8 '2 12 '3 8

C-121 8 8 9 25 43 40 72 70 70 70

C-123 , , 1 ,

C·124 5' 73 150 '75 '69 3'9 3'3 3" 299 298

C-124(R7V) '4 22 27 28 28

C-130 , '6 '6 '6

C·131 37 4' 38 47 50 58 35 34

C-133 5 '9 29 44 47

C-135 '2

C-140 2

F-51 20 '4

F·BO , 1

F-84 4 5 7 6 8

F-B6 9 9 7 5 5

F·B9 15 28 26 25 27 24 '8 '2

F·94 '3 2

F-l00 6 6 5

G-1S 7

H-5 4' 35 5

H-'3 2 2 2 3 3 2 2 2

H-19 20 60 69 99 77 59 37 38 6 62

H-21 5 6 24 '7 '2 '4 4 '2

H-43 4 93

L-5 ,

L-16 ,

280
Vo.. 1952 1953 '964 1955 1968 1967 '968 1969 '980 1981

Typo

L·17 I

L-20 4 3 3 2 ,

l-26 6 8 6

lC·126 7

SA-'O 7

SA·16 '59 '87 150 '49 117 10' 8' 84 22 22

T-6 32 3

T-" 49 '0

T·29 4 2 4 7 9 2 '8 10

T-33 3 24 62 87 70 49 58 64 65 39

T·34 2

U-3A 12 12 '2 '3

U·4A 6 4 4 4

VC-137 3 3 3

Total '306 1378 1420 '488 1428 1375 1210 1202 974 1083

28'
COMMAND AIRCRAFT (ContinuedI

v_ 1962 1963 1964 1965 1988 1987 1969 1969 1970 1971

Typo

B-47 1

B-50 62 33 22 7

8-57 33 19 20 17 16

C-5 1 21 45

C-9 7 10 12 12

C-47 11 10 8 7 6 3 11 2

C-54 53 53 51 37 12 9 9 3 2 2

C-118 112 104 64 19 22 22 17 16 10 10

C-121 53 10 '0 10 4 4

C-l23

C-l24· 330 377 375 311 235 '65 , 81 17

C-130 37 82 141 159 164 35

C·131 29 24 27 25 25 25 '5 10 10 10

C·133 46 43 43 40 40 40 39 40 39

C-135 44 40 39 38 30 23 19 19 19 19

C·14O 6 11 11 11 11 11 11 11 11 11

C-141 2 65 164 271 277 277 276 275

C/HH·3 4 '2 23 30 41 42 39 50

CH-2t 14 10 5 4

C/HH·53 2 8 10 '3 31 43

He-97 28 27 5 9

HC-l30 59 58 57 72 72

HH-19 24 3

HH-43 93 142 156 149 148 145 145 139 '36 147

HU-16 31 33 34 35 38 23

KC-97 2 2

RH-57 2' 26 26 25 25

Re-'30 '6 16 15 11 4

SA-16

T·29 12 11 11 8 19 19 19 22 14 15

T-33 20 18 '0 5 4 4 4 4

T-39 4 4 4 4 6 7 6 8 11 12

TH-' 16

U-3 13 13 13 13 16 13 4 1

U-4 4 4 4 4 4 4 2

U-6 2 , 1 1

UH·' 2 2 3'

UH-19 59

VC-6 1 , 1 1 1 1 1

VC-137 4 4 4 4 4 4 4 4 4 4

WB-47 33 32 28 25 24 24

WC-130 14 14 '4 21 22

Tot. 1073 1103 1124 1043 1024 1000 989 753 787 827

282
COMMAND AIRCRAFT (Contlnuedl

v_ '972 1973 1974 1975 1978 '977 '978 1979 1980 1981

Typo

C-5 65 77 77 76 77 77 76 76 76 77

C-6 1 1 1 1 , 1 , 1 1 1

C-9 '2 12 '2 23 23 23 23 23 23 23

C·12 2 2 4 4 6 5

C-54 1

C·tt8 11 4 2

C-130 231 267 275 276 267 272 267 259

C-131 10 10 9 4 4

C-135 13 13 12 16 16 11 11 11 12 13

C-137 5 5 5 5 5 5 5 5 5 5

C-l40 11 11 11 11 11 11 11 11 11 11

C-141 276 276 275 273 27' 27' 270 270 269 270

C/HH-J 43 41 38 46 45 .. 43 42 45 46

C/HH·53 40 34 33 33 32 32 32

He-lao 62 58 47 36 31 30 30 28 28 28

HH·' 24 11 11 11 11 11 12 22 22

HH-43 106 21 14 2

HH·53 33 21 21

RC-130 5 5 3

T-29 14 17 12

T-39 12 11 11 105 '03 107 114 114 113 113

T/UH·' 50 101 92 85 90 90 91 87 76 76

WB-57 14 11

WC-l30 22 18 19 14 15 14 14 13 13 13

To'" 773 750 916 1008 1012 1006 1003 1002 988 983

283
COMMANO AIRCRAFT (Continued)

Vo.. 1982 1983 '984 1985 1988 1987 '988 1989 '990

Typo

AC-130 '0 '0 10 '0 '0 10 10 10

C-5 77 77 77 69 78 77 80 83 83

C-6 , I ,

C-9 23 23 23 23 23 23 23 23 23

C-12 5 , 40 42 42 42 42 4' 4'

C-20 3 3 3 3 '3 '3 '3 '3

C-21 36 79 79 78 78 78 78

C-22 , , , , 1 1 1

C-23 3 '8 '8 '8 18 '8

C-29 5

C-130 257 255 254 252 250 249 248 2'8 2'7

C-135 '3 '3 '4 '4 14 '3 '3 '2 '2

C-137 5 5 5 5 5 5 6 6 7

C-14O 11 11 8 8 8 5 5 3

C-141 268 268 267 267 259 25' 25' 250 250

C/HH-3 46 47 49 49 49 43 34 32 26

C/HH·53 2' 30 28 27 32 26 32 4

He·130 28 27 27 25 31 31 29 29 3'

HH·' 22 22 22 22 22 '8 '5 20 20

Me-130 '4 '4 '4 14 '4 '4 14 '4

M/HH-53 37 34

M/UH-60 20 17

T·39 112 112 56 2 2 2

T-43 , , ,

TlUH-l 75 84 81 8' 79 60 52 55 55

UH-60 5 9 10 '0 10 '0 22 10

VC·25 ,

we-130 '3 '3 '3 '3 13 8 8 8 8

Total 982 1025 '042 1032 '040 997 997 974 98'

284
AAC

AACS

AAF

AAFWS

AB

ACFC

AE

AFB

AFCC

AFSOC

ALCC

ALCE

AMST

APOE

ARRS

ARS

ASIF

ATC

ATFERO

ATS

AWS

CARP

CATF

CBI

COS

CHECO

CINCLANT

CMMS

CNAC

CONUS

CRAF

DATA

000

ODE

EASTAF

FAA

FEAF

FY

GHQ

GPES

HTTU

ICO

INF

ISO

JANATC

JCS

KMAG

GLOSSARY

Alaskan Air Command

Army Airways Communications System

Army Air Forces. Army Air field

AAF Weather Service

Air Base

Air Corps Ferrying Command

Aeromedical Evacuation

Air Force Base

Air Force Combat Command; Air Force Communications Command

Air Force Special Operations Command

Airlift Control Center

Airlift Control Element

Advanced Medium STOL Transport

Aerial Ports of Embarkation

Aerospace Rescue and Recovery Service

Air Rescue Service

Airlift Service Industrial Fund

Air Transport Command

Atlantic Ferrying Organization (British)

Air Transport Service

Air Weather Service

Computed Air Release Point

Combined Airlift Task Force

China·Burma-lndia

Container Delivery System

Contemporary Historical Evaluation of Current Operations

Commander in Chief Atlantic

Congressionally Mandated Mobility Study

China National Aviation Corporation

Continental United States

Civil Reserve Air Fleet

Defense Air Transportation Administration

Department of Defense

Department of Energy

Eastern Transport Air Force

Federal Aviation Agency {later, Administrationl

Far East Air Forces

Fiscal Year

General Headquarters

Ground Proximity Extraction System

Heavy Transport Training Unit

India China Division

Intermedi8te~Range Nuclear Forces

Isochronal

Joint Army-Navy Air Transport Committee

Joint Chiefs of Staff

Korean Military Assistance Group

285
LAPES

MAC

MACV

MAGTF

MAJCOM

MAT

MATS

MPM/D

MPS

MTMID

MTTU

NATO

NATS

NVG

OCR

OSIA

PACAF

PACOM

PlM

POMCUS

POW

R&R

RAF

RO/RO

RWRW

SAC

SO

SOF

SOLL

STOL

TAC

TACS

TID

TOT

UN

USAAF

USAF

USAFE

USAFSO

USASTAF

USSOCOM

USSR

USSTAF

USTRANSCOM

VNAF

WAFS

WASP

WESTAF

Low-Altitude Parachute Extraction System

Military Airlift Command

Military Assistance Command. Vietnam

Marine Ground Task Force

Major Command

Military Air Transport

Military Air Transport Service

Million Passenger-Miles per Day

Maritime Prepositioning Ship

Million Ton-Miles per Day

Medium Transport Training Unit

North Atlantic Treaty Organization

Naval Air Transport Service

Night Vision Goggles

Operations, Commitments. and Requirements

On-Site Inspection Agency

Pacific Air Forces

Pacific Air Command

Production Une Maintenance

Prepositioned Materiel Configured for Unit Sets

Prisoner of War

Rest and Recuperation

Royal Air Force

Roll-OnlRoll-Otf

Rescue and Weather Reconnaissance Wing

Strategic Air Command

Special Operations

Special Operations Forces

Special Operations Low Level

Short Take-Off and Landing

Tactical Air Command

Tactical Air Control Systems

Tons per Day

Time Over Target

United Nations

United States Army Air Forces

United States Air Force

United States Air Forces in Europe

United States Air Forces Southern Command

United States Army Strategic Air Forces in the Pacific

United States Special Operations Command

Union of Sovtet Socialist Republics

United States Strategic Air Forces in Europe

United States Transportation Command

Vietnamese Air Force

Women's Auxiliary Fenying Squadron

Women Airforce Service Pilots

Western Transport ~ir Force

286
INDEX

Advanced Medium STOL Transport (AMST) 163

Aerial Refueling 137·140. 157-161

Aeromedical Evacuation 1.4.23. 74. 77. 80. 62. 83.

100,115,117,121,147,148,166,172,173,

189, 197

Aeronautical Chart Service 6'

Aerospace Audiovisual Service 16, 119. 142. 143,

189, 269

Air Corps Ferrying Command 12.16,18.19.21.23.

24,46, 119

Air Defense Command 62. 99. 166

Air Force 2000 Study 186

Air Force Band 275

Air Force Industrial Fund 91

Air Force Logistics Command 23

Air Force Regulation 23-17 109. 112. 118. 119

Air Photographic and Charting Service 15. 89. 119.

142

Air Policy Commission (Finletterl 64, 65. 68. 214

Air Rescue 61. 68. 82. 83. 89. 119. 136·141,

185-187, 189, 289

Air Resupply and Communications Service 89

Air Service Command 18. 19.21.23.24

Air Transport Command 15. 19. 21. 23. 24. 27. 36.

46,51,55-57,59-85,68,84,91,119,162

Air Weather 15. 57. 60-63. 68. 89. 117. 119.

140-142, 189, 270-273

Airborne 18, 19, 21, 44, 46-51, 69, 99, 104,

108-112,118,127,128,130,131,133,137,

140, 156, 159, 180, 182

Aircraft

AC-130 182, 183, 195, 198

8-17 10,15,43

8-24 12, 32, 33, 52, 55

8-25 53

C-5 121-124, 130, 131,145, 147,150, 152,

154,156-159,162,163,164,169,171,

173,175,176,178-180,182,183,184,

189, 191, 193, 195, 196, 198, 200

C-7 131, 132, 136, 163, 166

C-9A 147, 149, 172, 173, 193, 198

C-12198

C-17 175, 176, 179, 180

C-46 17, 32, 41,131

C-47 17, 32, 34, 35, 38, 40, 46, 47, 50, 52,

53,68,69,71,77,80,89, 131

C-53 17, 32

C-54 17, 32, 33, 55,68,69,71,73,74,75,

80,84,85,87,89, 105, 137

C-64 53

C-7532

C-84 32

C-87 17,32,33

C-97 80, 89, 105, 121

C-118 89, 99, 100

287

C-119 73, 77, 80, 83, 121

C-121 99, 121

C-123 131, 132, 134-136, 163, 166

C-12480, 89, 98, 99,102, 108-110,112,

114,115,120,121,122,128,130

C-130 106-109, 112, 115, 120, 122,

130-134,145,147,151,153,157,163,

164,166,169,173,175,176,179,180,

182,183,184,186,189,193,195,196,

197, 198,200

C-133 99, 105, 108, 110, 120, 122, 128,

130, 134, 138

C-13599, 105-107, 109, 120

C-141 105, 108-112, 120-122, 124, 127,

128,130,134,136,145,147,150,151,

153,154,156-163,164,169,171,173,

175,176,179,180,182,183,184,189,

193, 195, 197, 199,200

CG-4A 53

DC-3 10, 17, 32, 34

DC-4 32, 85, 86

DC-685

HC-130 137, 140, 147, 189, 195, 198

HH-3E 137-140

HH-43 137, 138, 140

HH-53 140, 169, 188

HU-16137

KC-l0 178, 180

KC-135 109, 159, 161, 178

MC-130 182, 188, 195, 198

WC-130 189

WC-135189

VC-1418161

Aircraft Statistics (MAC) 277-284

Airlift Operations School 276

Airlift Consolidation 10. 18. 19. 21. 23. 24. 62-66,

68,74,89,91-98,115,117-119, 145, 162, 164,

166, 167, 185-189, 191,201

Airtift Communications Division 273

Airtift Control Element (ALCE) 128. 159. 191. 196

Airlift Service Industrial Fund (ASIF) 92-93

Airmail 1. 8

Airways end Air Communications Service 61. 62. 68.

89

Allen. General James R. 178. 186. 235

Armenian Airtift 190-194

Army Airways Communications System 16, 60. 61

Amotd.GeneraIHenryH. "Hap" 6.9, 10, 12, 18, 19,

21,29,37,43,46,55, 57, 59, 60, 61

Berlin Airlift (Operation VITTLES) 34. 68-74. 80, 87.

127, 136, 145

Berlin Wall 99

Bush. Prasident George 195-199

Cartton. General Paul K. 158-160. 166. 234

Carter. President Jimmy 171·173. 180
Cassidy, General Duane H. 180, 186, 189, 199,236

Catton, General Jack J. 232

Chosin Reservoir 77, 80

Civil Air Policy 89, 91

Civil Airlines 1, 5,17,19,23,24,27,29,32,36,

53,57,59,60,62-65,69,75,77,81,84-86,89,

91-99,102,105,108,115,121,124,125,128,

145,147,150,151,154,157,158,160,162,

169,175,177,178,193,195,198,200,201

Civil Reserve Air Fleet (CRAF) 81, 84-86, 89, 95, 98,

108, 121, 128, 157, 158, 160, 162, 175,

177-180, 200, 201

COLD JUICE 159

Combat Cargo Command 77, 80

Congo Airlift (Operation NEW TAPE) 99, 106, 109

Congressionally Mandated Mobility Study (CMMS)

175-179, 201

Container Delivery System (COS) 134

Cuban Missile Crisis 99, 106

Defense Courier Service 273

Directive 5160.2 92·94

Douglas Committee 85

Eisenhower, (General/President) Dwight D. 49, 89,

91,92,98, 100, 108, 185

Estes, General Howell M., Jr. 118, 128, 232

Exercises

81G LIFT 103, 104

BIG SLAM/PUERTO PINE 102

BRIGHT STAR 199

DESERT STRIKE 104

GREAT SHELF/TAGPO 103

LONG PASS 102, 103

LONG THRUST 103

SWARMER 73, 74

FAST FLY Program 124, 128

Finletter Commission 64, 65, 68, 81, 84

Flight Services 61

Flying Safety Service 61

Ford, President Gerald R. 152, 166

George, Lieutenant General Harold L. 21, 59, 64, 228

Goldwater·Nichols Department of Defense

Reorganization Act 185

Ground Proximity Extraction System (GPES) 134

Harper, Major General Robert W. 229

Headquarters Army Air Forces 23, 24, 60, 61

Headquarters Staffs (MAC) 238·249

Holifield, Chet 94-96, 98, 105, 108

Hoover Commission 89, 91. 92, 94, 95

Hump Airlift 23, 36~43, 56, 69, 71, 128

Huyser, General Robert E. 173, 235

Intermediate-Range Nuclear Forces (INF) Treaty

191-193, 201

Iran (Hostages) 171-173, 175, 186

Johnson, General Hansford T. 200, 201, 237

Johnson, President Lyndon B. 121, 131

Joint Chiefs of Staff 21,38,59,64,98, 108, 128,

145, 150, 166, 168, 171, 173, 180, 184-186,

189, 199

288

Joint Verification Experiment 191

Kai~shek, Generalissimo Chiang 37, 39

Kelly, Lieutenant General Joe W. 112, 114, 118, 122,

231

Kennedy, President John F. 99,109,122,131

Kham Duc 135, 136

Khe Sanh 133-135

Korean Conflict 74~80, 82, 83, 87,100,198

Kuter, Lieutenant General Laurence S. 64, 65, 73, 75,

92,230

Lebanon 97·99, 184, 185

Lend-Lease Act 11, 12, 37, 43, 60

Lost Battalion 2, 3

Low·Altitude Parachute Extraction System (LAPESI

134, 135

MacArthur, General Douglas 75

Master Air/ift Plan 175

Materials Handling System (463L) 120, 127, 177

Middle East 12, 24, 86, 87, 98, 158, 164, 175, 191,

200, 201

Military Air Transport 2, 24

Military Air Transport Service 64·68, 89, 109, 112,

114,115,117-119,145,162

Military Airlift Command 115, 118, 119, 162, 164,

184-189, 191

Mitchell, Brigadier General Billy 2

Model Airways 2, 5

Moore, General William G., Jr. 132, 234

National Security Act 64, 91

Nixon, President Richard M. 132, 156

Olds, Colonel (Brigadier General) Robert 12, 17, 228

On-Site Inspection Agency (OSIA) 193

Operations

BABYLIFT 150, 152, 153

BIG SWITCH 100

BLADE JEWEL 195

BLUE BAT 99

BLUE LIGHT 128, 130

CARPETBAGGER 52

COMBAT FOX 130

CONSTANT GUARO III 130, 131

COUNTDOWN 147

DEEP FREE2E 109

OESERT SHIELD 86, 191, 198-201

EAGLE PULL 150

EAGLE THRUST 130

FRANTIC 23, 43-45

FREQUENT WIND 150

HOMECOMING 147-149

JUST CAUSE 191, 195-198, 201

LITTLE SWITCH 100

MAGIC CARPET 87

MANHOLE 53

MARKET-GAROEN 23, 46, 49-51

MASHER 141, 142

NEW ARRIVAL 154

NEW LIFE 132,133,150,151,154

NEW TAPE 99, 106, 109
NICKEL GRASS 154·158, 162, 164, 166

NIMROD DANCER 195

OVERLORD 23, 46-49

RU88ER WAll 164, 185, 201

SAFE HAVEN 98, 100, 101

URGENT FURY 175, 180-183, 191,201

VITTLES 34, 68-73, 80, 87, 127, 136, 145

WOUNDED WARRIOR 100

Pacific Air Forces (PACAFI57. 93.115.131.154.

164, 167, 187

Packard Commission 183·185, 189

Paris Peace Accords 149

Persian Gulf 171. 175. 198. 199

Personnel Strength (MAC) 276

Presidentially Approved Courses of Action 98

Projects

Green Project 55. 56

Project 7 39

Proj.cl CORONA HARVEST 145, 164

Project X 15

Purpkt Project 55

Whne Project 55

Reagan, President Ronald 98. 172, 180. 184. 185.

189, 191, 192

Reserves 74.118.121,124.130.145.158.164.

176, 187, 189,200

Rivers, l. Mendel 96-98. 105. 108. 109. 114, 115.

118

Robbins. Lieutenant General Jay T. 233

Roosevelt. President Franklin D. 8. 11. 12. 15. 17.

32, 36-40, 43

Ryan, General Thomas M .• Jr. 236

Simler, Lieutenant General George B. 233

Smith, Lieutenant General Joseph 69. 71. 92. 100.

230

Spaatt, General Cart 57, 59. 60. 64

Special Operations Forces ISOFI175, 185·189, 195.

201

Specified Command Status 11 5. 118. 162. 166. 168,

289

173,189,191,201

Strategic Air Command (SAC) 61. 62. 74. 89, 93, 98.

108,109,115,117,121,159-161,166,178,

195

Suez Canal Crisis 98. 100

Tactical Air Command CTACI62, 75. 89. 93. 98. 99.

102,103,109,115,130,132,137,157,164,

167, 186, 187, 195

Taiwan Crisis 97. 99

Technical Services 60-64

Tet Offensive 130. 134. 135

The Role ofMilitary Air Transport Service in PucelJnd

War 98

TransportBtion Operating Agency Organization

Alternatives Study 189

Troop Carrier Command 21. 44. 46. 48

Truman. President Harry 64. 69

Tunner. Ueutenant General William H. 24. 37. 41. 42,

69,71,71,80, 108, 109, 127, 128, 145, 231

Twenty-First Air Force-Unit Lineages 250-258

Twenty-Second Air Force-Unit Lineages 259-268

United Nations 75. 77. 98. 99.131,171,199.200

United States Air Forces in Europe (USAFE) 56. 69.

98,115,164,167,187

United States Special Operations Command

(USSOCOMI 188, 189, 201

United States Transportation Command

IUSTRANSCOMI 189, 201

USAF Airlift Master I'fan 176. 178

USAF Airlift Center 274

USS Pueblo 130, 135

USS MayagUfJz 154

Vietnam Conflict 99. 115. 117·154. 162. 164.173.

185, 195, 198, 201

Webster. Major General Robert M. 53. 62. 229

Westmoreland. General William 128. 132. 133. 135

White-Lemnitzer Agreement 109

Women's Auxiliary Ferrying Squadron (WAFS) 30

Women's Airforce Service Pilots (WASP) 30. 31