VigilanteVigilanteRVAH NAVY NewsletterRVAH NAVY Newsletter October, 2018

This months Newsletter is comprised of portions of Captain Rod Anderson’s logbookentries and recollections starting with his introduction to the Vigilante.

Some editing was done for length but for the most part, what you are reading areCaptain Anderson words and memories…

From Captain Andersons email:“Over the course of the last year I have been developing a couple of web sites related

to flying the RA-5C as a RAN, including operations over North Vietnam during1967. I'm not a professional writer and don't have an editor, but have received some

positive feedback.Most of the material is my IP, but the bulk is either from personal sources or USG.

Let me take the opportunity to thank you guys for what you do. I look forward to the

50 Years Ago in theAviator's Logbook

Let me take the opportunity to thank you guys for what you do. I look forward to thenewsletter each month.

Rod Anderson, RVAH-12 RAN”

(This is part one…Look for Part 2 Next Month!)

The RAN(Thanks, “Boom” Powell)

When the Vigilante was new and called the "A-3J,"(later, the "A-5A"), the men in the back were simplycalled bombardier navigators (BN), but when theplane's mission changed to reconnaissance with theRA-5C, they became known as reconnaissance attacknavigators (RAN). The “A” remained even after theattack role was abandoned. The RAN is the heart of thereconnaissance mission. His job is to run the ASB-12inertial navigation system that integrates radar andtelevision for updating the navigation and targetdetection (the television scanner lens is in the smallglass blister on the bottom of a Vigi's nose). All I havein the front cockpit is a steering bar and distancereadout. The most frequent command from the backseat is "Follow steering."

Additionally, the RAN mans the controls for a suite ofsophisticated cameras. No matter how much an RA-5Cmaneuvers during a photo run, the RAN has to monitorfilm use, exposure settings and, most important, imagemotion compensation (IMC). The optical viewfinder hasan opening in the belly, and, through a series of lenses,it gives the RAN a look at the ground that issuperimposed with moving lines of light. The RAN's job

The back cockpit has only two small windows that aremounted rather high. These are remnants from theVigi's origins as a nuclear bomber; less glass is better.Interior panels slide over them to shut out all light.Pilots used to accuse RANs of not being able to seeanything. The navigator's retort was that he could seemore, not less: the radar reached out 200 miles; the TVreception was as far as air clarity would permit; and hecould see the forward horizon as well as straight downto the ground. Could the pilot see what was directlybelow or look at the landing gear?The television system does have a peculiarity: thefarther from straight ahead the lens is pointed, thefarther it tilts. On a run using the oblique (pointed tothe side) cameras, the TV would be pointed to one sideto check distance from the tar- get, and the apparenthorizon would be at 45 degrees. When checking thatthe landing gear was "down" by looking aft, the wheelswould seem to be sticking up.

superimposed with moving lines of light. The RAN's jobis to adjust the lines to match speed over the surface.Home photographers who have jiggled their camerasare familiar with what hap- pens if you don'tcompensate for motion. Add the controls for aninfrared mapping unit, side-looking radar, variouselectronic countermeasures, plus normal crewcoordination, and a RAN has enough duties to keep himbusier than a bartender at last call.

•AvionicsSystems carried by A-5 or RA-5C•AN/ASB-12 Bombing & Navigation Radar (A-5, RA-5C)•Westinghouse AN/APD-7 SLAR (RA-5C)•Sanders AN/ALQ-100 E/F/G/H-Band Radar Jammer (RA-5C)•Sanders AN/ALQ-41 X-Band Radar Jammer (A-5, RA-5C)•AIL AN/ALQ-61 Radio/Radar/IR ECM Receiver (RA-5C)•Litton ALR-45 "COMPASS TIE" 2-18 GHz Radar Warning Receiver (RA-5C)•Magnavox AN/APR-27 SAM Radar Warning Receiver (RA-5C)•Itek AN/APR-25 S/X/C-Band Radar Detection and Homing Set (RA-5C)•Motorola AN/APR-18 Electronic Reconnaissance System (A-5, RA-5C)•AN/AAS-21 IR Reconnaissance Camera (RA-5C)

50 Years Ago in the Aviator's Logbook1966-05: Welcome to the VigilanteThis page is not associated with a specific flight logentry, but related very importantly to a number ofthem.In the summer of 1966 I was finishing up "Basic NavalAviation Observer's School" in Pensacola. In spite of itsout of date name (it's now Training Squadron 10),scuttlebutt had it that this was the hardest school inthe Navy, introducing prospective Naval Flight Officersto all the arts and skills needed to function as anNFO. We had a very important decision now that wewere only a couple weeks from graduation: whichairplane did we want to fly.The Navy gave us a surprising degree of flexibility inthis choice. Each class was given a set of aircraftselections, based on Navy needs that week, and weselected in order based on academic standing. Therewas one proviso: all attack NFO's must rank within theupper 50% of the class.There were 2 RA-5C slots available for our class, and Iwas able to snag the first. There was never any doubt inmy mind about this choice. Such a beautiful aircraftand wondrously advanced systems to operate couldn'tbe wrong. Right?

1967-03: The longest flight

Navigating in contour mapping mode proved to be verychallenging. The radar imagery was criticallydependent on the selected mapping height, in verynon-intuitive way. Several times during the flight wehad to pop up above the mountains to take a quickupdate of our position using conventional radar1967-03: The longest flight

Fifty years ago in my Aviator's Flight Logbook: Lots ofactivity this month, which marks about the halfwaypoint in the RA-5C RAN (reconnaissance attacknavigator) flight syllabus. By this time we (LCDR GeneCampbell, pilot, and self) had completed navigation,bombing, and reconnaissance training flights aroundthe southeast US. A typical flight would simulate a lowaltitude penetration around the state, then practicebombing at Lake George. Low altitude high speed radarnavigation is definitely a skill that needs practice, butrelating radar imagery to tactical maps is generallypretty straightforward, especially if there's land watercontrast.Today's flight was something different: a contourmapping flight into the mountains northeast ofAtlanta. Contour mapping is a radar mode that displaysthe terrain above a set height, regardless of aircraftaltitude. The idea is to show the crew how to navigatethe aircraft while flying at a more or less constantaltitude. This is related to the more conventionalterrain avoidance flight, in which the aircraft flies apredetermined course and avoids terrain by changingaltitude.

update of our position using conventional radarmapping.Because of the challenging nature of these flights,crews were split up and teamed with instructor pilotsand navigators. I was fortunate in drawing LCDR JerryChapdelaine for this flight. While all RA-5C pilots werehighly qualified, Jerry was exceptionally so, being aTest Pilot School graduate in addition to extensive fleetexperience in both the A-5A and RA-5C.He got to use that expertise on this flight. What withthe unplanned deviations from the flight plan, we spenta lot more time airborne, a total of 3.1 hours. Thiswould turn out to be my longest unrefuelled flight inthe Vigilante. The RA-5C burns 8000 lb/hr of fuel at lowaltitude and 6000 high, and that the total fuel capacityis 23,000 lb. Fortunately the weather was not a factorso we didn't need to expend the extra fuel involved inan instrument approach. As it was, it was a pretty closething. Best part of it was that Jerry was the soul ofstoic Naval Aviator calmness throughout. I was calm aswell, since I wasn't aware of our fuel problem until welanded!

50 Years Ago in the Aviator's LogbookWe've nearly completed the nearly year-long trainingsyllabus required to learn how to operate the complexRA-5C weapon system, but the flying is now even morechallenging.There are some new entries under:" FCL"- Field CarrierLanding, and we've now begun Field Carrier LandingPractice, training for carrier qualifications scheduled fornext month aboard USS Forrestal. This month I wouldlog 118 such "landings" in the back seat of the RA-5C.While straightforward, FCLP does present some specialprocedures. At landing weight, you can only carry

An minor incident: Completing a session of night FCLP,we taxi into to hot refuel. I open my canopy for abreather. No need for a ladder, since we will be taxiingout again in a few minutes. Relaxing (to the extentpossible) before another session of bone jarring hardlandings.The FIRE warning light illuminates.If this was a real fire we were in serious trouble. Butwhenever the fire warning circuit was tested itilluminates the warning lights in BOTH cockpits., Hadmy pilot had possibly forgotten and was testing thecircuit without warning me?Me: Is that a test?Pilot: Uh-- yes. Sorry.Me: (silence, more relieved than annoyed)The session, and the remaining FCLP sessions, endeduneventfully. Our experiences in during carrierqualification next month were not quite souneventful....An outstanding description of FCLP's as well as anexample of what can go horribly wrong:

What the hellwas that??

procedures. At landing weight, you can only carryenough fuel for a half dozen landings or so. Shuttingdown to refuel would take far too long. So you "hotrefuel".Hot refueling is what it seems: refueling the aircraftwith the crew in the cockpit and the engines running.There are some obvious hazards here with jet fuelhoses in close proximity to the operating engines andhot exhaust. We crewmen strapped in our individualcockpits relied on ladders and lineman assistance toexit the airplane, so we we're going anywhere quickly.

What the hellwas that??

1967-05: Hitting the boatTime to "hit the boat", in this case USS Forrestal, CVA-59. Forrestal was the first of the big deck carriersconstructed after WWII, and is named for the firstSecretary of Defense, James Forrestal. The ship waslocated in the Virginia Capes operations area, about100 miles east of the Virginia shoreline.We (Pilot LCDR Gene Campbell and self) prepositionedto NAS Oceana the previous day, along with severalother RA-5C crews and aircraft. The flight out to thecarrier on the morning of the12th was uneventful, as was the approach and arrestedlanding, my first. One arrested "trap" down, 18 togo. From my position in the back seat, I could see verylittle of the approach. The viewfinder, a very wideangle optical system installed in the back seat, didallowed me to see the hemisphere below the aircraft. Ialso had a TV scanner bombsight, mounted below thenose, which gave a pretty good view, if only inB&W. More on other uses of this device later.Approach and landing was "OK 3". Each carrier landingis graded, and "OK" is the highest grade. The "3' refersto the arresting wire caught by the hook, and the 3 wireis the target.Arrested landings result in quite a strong deceleration,throwing one forward in the ejection seatharness. Not exactly painful, but unpleasant.So far, so good.

Eventually our time came, and we manned up andcatapulted off the ship. Catapult shots were new tome, of course, and it seemed to be almostinstantaneous: you're in your seat in a stationaryaircraft, both engines howling at maximum thrust. Thepilot salutes, and the Cat Officer touches the deck, andyou're airborne, it seems. Not uncomfortable since thebody is more adapted to forward transverseacceleration, but a shock to the system just the same.Our first task was to carry out a couple of touch andgo's, which are just what they sound like. Leaving thehook up, the pilot flies a normal approach and ontouchdown advances throttles to military power, andwe take off again. This does two things: practice forthe approach, and practice a bolter, which is whathappens when the hook fails to engage any of the fourarresting wires. I would find out more about bolters.Then for the real thing: hook down. We carried outtwo traps. Then it began to get dark.Changing light conditions are difficult to deal with, andthe variation in altitude during the approach make thechange even more problematic. For whatever reason,we boltered. The pressure was on, but we bolteredagain. We were burning about 600 pounds of fuel eachpass, and were now at "bingo fuel.”The directive to head for the designated land basewhile you still have enough fuel is called a "bingo.”So we were bingoed to NAS Oceana. I gave Gene the

So far, so good.After landing, we surrendered our aircraft to anothercrew and retired to the ready room to await our turn,which would come in the late afternoon. I spent thetime watching the PLAT (Pilot's Landing AssistanceTelevision). The PLAT is a closed circuit TV embedded inthe centerline of the landing area, and set at theoptimum approach angle. An aircraft flying a perfectapproach would stay right in the middle of the displayuntil touchdown. Didn't see any of these.

So we were bingoed to NAS Oceana. I gave Gene theheading and we began our climb. It's a characteristicof turbojet engines that they are much more efficient ataltitude, so the bingo profile requires an enroute climbto a specified altitude (depending on bingo range), andthen a descent. These are carefully planned, and anydeviation uses more fuel, maybe a lot more. The bingofuel profile is planned to put you at the destinationwith 1500 lb of fuel, which is two passes or so, notaccounting for the amount of unavailable trapped fuelin the various fuel tanks.

1967-05: Hitting the boatWe're climbing out at military power (100% RPM, noafterburner) through a few thousand feet. Then Gene onthe intercom: "I don't think the gear doors areclosed." The potential increase in drag was possibly veryserious. He stopped climbing at the same time. The nosemounted TV bombsight could be inverted to look aft. I didso, but after a close inspection saw nothing. I let Geneknow. By that time we were approaching radio range, so Icontacted Oceana for clearance. I idly wondered whyGene hadn't resumed the climb but stupidly didn'tmention it. When I got though to Oceana, instead of theclear weather we were expecting, Oceana tower informedus the visibility was 1/8 mile and ceiling was obscured,below minimums. Oops. Instrument approaches use a lotmore fuel, and we had already been using more than weshould have because of our improper altitude. A quickcalculation showed we probably didn't have enoughfuel. Switched to Langley AFB; same weather problem,and Langley is a bit further than Oceana.Our only option was to cruise at max range engine settingand hope that the weather at Oceana passed. Theweather did clear in time for a visual straight inapproach. We taxied in with the yellow FUEL LOWwarning light shining accusingly on the instrument panel.This was a lesson for us. Our crew coordination was verypoor during this flight. Gene could have been morespecific as to why he suspected a door was ajar (e.g., left

Once back on station, Operations recommenced with avengeance. We were conducting alpha strikes into heavilydefended Route Packages 6A (Hanoi) and 6B(Haiphong) ona routine basis. As usual, the Vigilantes were tasked withproviding instant bomb damage assessment. Dependingon how effective the flak suppression and bombingaccuracy had been, the difficulty of this task could rangefrom worrisome to terrifying. It tended to be the latterduring this line period. One flight we counted 17individual SAM missiles launched against us.On days we weren't flying, we junior officers rotatedthrough the post of Squadron Duty Officer or SDO. SDOdesk was in the Ready Room, and consisted mainly ofanswering the phone and 19MC (Intercom among readyrooms and other aviation spaces), updating status boardas flights took off or returned, and the like. Not toostressing an occupation. A contemporaneous positionwas Operational Duty Officer, or ODO, held by an aviationqualified officer. Duties here included briefing flight crewson upcoming flights and, more importantly, man PrimaryFlight Control (or Pri-Fli) during recovery to assist the AirBoss with aircraft specific information in the event of anemergency.In any case, I was the SDO/ODO on this day, which hadbeen unexceptional so far, though the Air Wing wasmounting an Alpha Strike into Route Package 6, near theHai Duong area, between Hanoi and Haiphong. As usual ,the Speartips were responsible for conducting instantbomb damage assessment following the strike itself. Thespecific as to why he suspected a door was ajar (e.g., left

or right?). This would have shortened my diagnosis withthe TV camera. And of course he stopped climbing whilewe were sorting things out. My errors of omission weremore egregious. I didn't back him up in either case(though I was aware of the issues). These major errorsnearly led to an aircraft loss. And as in most accidents,this series of errors was combined with an external issue(weather) to make the situation very serious. We werefortunate that the weather passed through quickly.All this for what was technically a daylight recovery. Themuch more challenging full nighttime landings wouldcome a couple days later. Chuck Yeager conquered the"demon that lived at Mach 1" but as JackWoodul described, there was still a "Thing" with "red eyesand yellow teeth that lived at night around aircraftcarriers....“1967-08-13 First lossBack on the line after some R&R in Cubi Point,Philippines.While we were off the line in Cubi, we heard theunfortunate news about the Forrestal fire. Liberty wasimmediately cancelled and we were quickly headed backto Yankee station. During the trip we rendezvoused withForrestal. It was not a pretty site which we looked onsomberly.

bomb damage assessment following the strike itself. Thewait for their return was on.Phone rang, and I answered, "Heavy Twelve, EnsAnderson speaking sir." The caller replied, "This is CDR --I hate to be the one to tell you, but Speartip 124 isdown." I thanked him for the information and hungup. My initial reaction was bewilderment, thinking themessage was that the aircraft was "down" formaintenance, in common parlance. I recovered and toldthe Assistant SDO the news. A nearby officer overheadand ran to the wardroom to get the CO. Then the fullimplications of the event became apparent.The navigator on this flight was my roommate, WayneGoodermote. We didn't have time to get well acquaintedbecause of my late arrival on board, but he was a goodroommate. One of the most difficult task I had to carryout was on inventory of his personal effects, performedwith the assistance of another officer. The idea is topreclude any private or insensitive materials leading tounnecessary heartbreak on the relations back home. Wedidn't find any, but it's still a good practice.Wayne did return after roughly 5-1/2 years in the HanoiHilton, and I was able to meet him at a Vigilante reunionin Sanford. He and pilot Leo Hyatt are memorialized in aplaque at the RA-5C display at Sanford airport.

(See more info on Capt. Hyatt and Capt. Goodermote onthe next page!)

Welcome to Our NewMembers!

Welcome to our new members ofRecceNet!

Thomas HodgeRobert L. TegelLarry W. Tucker

The Picture Page

NAS Key West firefighters Crew Chief Mike Ovide(front) and Driver Tony Perez in the remains of anRA-5C Vigilante jet fuselage in hot drill training pit

at NAS Key West.(Editor) Wow… that hurts to see….

An RA-5C Vigilante casts a shadow on the wake ofUSS Independence (CVA 62) as the aircraft nears a

landing aboard the ship during Mediterraneanlanding aboard the ship during Mediterraneandeployment. Photo by Wilfred L. Love, LT, USN.

A very unusual paint scheme for this Vigilante,most likely from RVAH-6

Nabisco Shredded WheatDefenders of America Card Box Insert –

US Navy A3J-1 issued 1959 –Yep, it’s a Vigilante Trading Card!

The Funny Page

RVAH-12 Reunion

Time: December 24, 2019 from 4pm to 4:15pmLocation: TBDPhone: 407-927-9852 (Bill's Phone)Organized By: Bill Askew/Dave BickelGood morning sports fans. We have set up amodest reservation for 15 rooms at The BestWestern Waterfront in Fort Myers, Florida. If webook at least ten rooms we will get a meeting roomor social room where we can bring our own snacksand drinks. To reserve your room call 800-274-5511and ask for RVAH-12 Reunion. Rates are $85/nightplus 11% sales tax. Cancelations must be received48 hours prior to arrival. This reunion is for H-12shipmates Dave and I know and anyone you mayhave served with personally in our squadron.Please reserve as soon as you can so I don't getstressed out. No one wants to see that. We will getsome activities together land knowing our group itwill be a blast. I'll try to contact as many people as Ican who aren't on Facebook and hope you'll do thesame. If you have questions post on here or you cancall me at 407-927-9852. I will keep you posted.

RVAH-7 Meet and GreetFebruary 22, 2019 to February 24, 2019Location: Sarasota, FloridaOrganized By: Mike Byerly

Smokin' Tigers 2019"Last Smoke" Reunion

Smokin' Tigers "Last Smoke" Reunion date has beenset for May 3rd through May 5th of 2019 in KeyWest, Fl.Richie has reserved some of the townhouses in hisname for the reunion already and if your interestedin getting one of them please contact RichieHusmann or Michael Hampton for moreinformation on how to get one of them for yourself.You can messages us here on Facebook or send usan e-mail.We are working on our sponsor list so if you aregoing please RSVP with how many is in your partyas soon as you can to Michael Hampton so that Ican start figuring out how many sponsors we haveand will need.See you in Key West!

REUNIONS

call me at 407-927-9852. I will keep you posted.Thanks, Bill and Dave

Organized By: Mike Byerly

Attention all RVAH-7 Peacemakers!A few of us from the 1977 - 1979 time period aregoing to get together to shake hands, have somefun and tell some lies! We will be in Sarasota,Florida the weekend of February 22, 2019. I willprobably be there two days earlier! Love the beach!This is not a "formal reunion" because that's justnot our style. This will be more like a "LibertyPort!" Make your own transportation and hotelarrangements. Bring the family. I personally will bestaying somewhere on the beach! Did I mentionthat I love the beach? Do some online homeworkand make suggestions for entertainment. I will sendout an email to all who's addresses I have. In themeantime, between now and February, please seeif you can locate anybody who was with us duringthat awesome, memorable time in Key West andlet them know. By the way, there is no restrictionon when you served with The RVAH-7Peacemakers. If you were ever a member of thebest RA-5C Vigilante Squadron ever, please join usto have a few drinks and tell some lies!Hope to see you in Sarasota!DA DA DA DA....DA DA DA DA....!

Bill,Passing this on in case you haven't seen it yet. Thesender, Bill Solt, was one of my RVAH-11 shipmates atNAS Sanford and aboard FORRESTAL and KITTY HAWKin the 1966-1968 period.Brad

Subject: 2018 Navy Photographers ReunionShipmates and friends,

As the present First Vice President of the NationalAssociation of Naval Photography (NANP) I would liketo personally invite you to the 2018 NavyPhotographers Reunion. This year we are gathering atthe Lexington Hotel in Jacksonville, Florida on October10, 11 and 12. This email is going out to some of thepeople I personally served with during my Navycareer. Please make an attempt to come and join usfor three great days with some of your shipmates andfriends.More information may be found atnavyphoto.net Just follow the prompt to the reunionpage. It will give you information about the hotel andactivities that are planned. Please consider coming toFlorida and join in the festivities. Any additional infofeel free to contact me at 321-362-5806.

OctoberBirthdays!

So, last week I was walking by aCandle Factory and it caught fire…So, I sang “Happy Birthday” …There you go…

Happy Birthday,Ya Swabs!

Ronald Alvey 21-OctoberRobert Kralman 21-October

Nick Schultz 22-OctoberGerald D. Traywick 22-October

Al Anderson 22-OctoberGeorge Cessna 22-OctoberLarry Livingston 23-October

Gary "Ernie" Young 23-OctoberJoseph E. Long 23-October

John J Parks 23-OctoberAnton F. Cerny 24-OctoberFrank J Herzog 24-OctoberVictor C. Tiller 26-OctoberDavid Doenges 26-OctoberGlen W. Travis 27-OctoberBob RQ Brehm 27-October

Charlie S. Robertson 27-October

Clint Selover 1-OctoberRichard E. Bertrand (Dick) 1-October

Terry Ruf 1-OctoberRonnie D. Schweitzer 1-October

James Yale 1-OctoberGerald Folta 1-October

Rick Broshious 1-OctoberRobert S. Motter 2-OctoberWilliam G Faun 4-October

Charles E.Finney 4-OctoberAl Shimkus 4-OctoberJoe Parvin 4-October

Michael A. Robinson 5-OctoberVictor A Karcher 5-OctoberMillard W New 5-October

Randy "hot rod" Rodrigues 5-OctoberGregory Williamson 5-October

John Ganobcik 10-OctoberJames L. (Jim) Lanham 11-October

Alan F. Mayer 11-OctoberCurt G. Pruitt 11-October

Ron Kratz 11-OctoberBob Jenrette aka "RAT" 12-October

Mike Henley 12-OctoberBill Neaveill 13-October

Michael R Richardson 13-OctoberChris McClellan 13-October

Jerry W. Webster 13-OctoberRichard Husmann 13-October

Lawrence L. deBoxtel 14-OctoberRaymond E.Woodard 15-October

Jerry McSwain 15-OctoberPaul D Benoit 15-OctoberJack Marques 16-October

Tim White 27-OctoberStephen "Crash" Diamond 27-October

Phillip Roddy 28-OctoberTimothy Klopfenstein 28-October

Joe Walker 28-OctoberWilliam C Strutz 29-October

Kenneth Spell 29-OctoberJohn O. LeBlanc 30-October

Raymond C. Matthews 30-OctoberIsmael Rivera 30-October

Retta Doty ' Drouin 31-OctoberTom Habhegger 31-OctoberDanny Powell 31-OctoberAl DiCosimo 31-October

James A. Johnson 31-OctoberPaul Benbrook 31-October

CDR Bryan Leese 31-October

Gregory Williamson 5-OctoberSusan Lasyone 5-OctoberBill Derryberry 5-October

Bill Rustmann 7-OctoberMark Agler 7-October

Richard H Walker Jr 7-OctoberEugene F. Egan 7-October

James J Hoormann 7-OctoberMark Agler 7-October

Charles D. Prescott III 7-OctoberGlenn H. Daigle 7-October

Mac McCord 8-OctoberMike Yondrick 8-October

Phillip E. Crossman 8-OctoberChris Healy 8-October

Doug Roberts 8-OctoberDoug Tripp 9-October

James W. (Big Bill) Kent 9-OctoberRobert W. Hubbard 9-October

George Durzo 9-October

Jack Marques 16-OctoberKennneth Colquitt 16-October

Harold B Rumler Jr. Ben 16-OctoberPatrick C. Chapman 16-October

John L. Mixon III. 16-OctoberJames Ourth 17-October

Steve Resnick 17-OctoberBob Byrd 17-October

Jim Duncan 18-OctoberJohn S Willard 18-October

Jim Duncan 18-OctoberRobert E. Snyder 18-OctoberMichael McClain 18-October

Mike Byerly 19-OctoberWayne M. Woxland 19-October

William James Pemberton 19-OctoberRay Bales 20-October

Michael R. Kellerman 20-OctoberRonald R. Shaulis 21-October