2021 Spring Friends Journal 2021 Sampler

Memorial Day 500

The Ghosts of Grissom

Preventing Nuclear War

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The magazine of the Air Force Museum Foundation

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afmuseum.com

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Spring 2021, Vol. 44 No. 2

mike’s musings

IN THE FOOTSTEPS OF FIRSTS

BOARD OF TRUSTEES CHAIR

Dr. Pamela A. Drew

In the course of every human event, someone had to go first. Someone not afraid to travel into uncharted territory and having the courage to imagine beyond what has been done before. A collection of “first someones” was celebrated earlier this year as the National Museum of the U.S. Air Force™ opened the Women in the Air Force exhibit.

The stories in the exhibit, which is spread throughout the entire Museum, are not just vignettes of the women's challenges, but also of their bravery and sacrifices; doing what any Airman would be expected to do.

One of these women, Maj Heather “Lucky” Penney, USAF (Ret), was one of the fighter pilots scrambled so quickly on September 11, 2001, there wasn’t enough time to arm her F-16. She was given an order to bring down Flight 93. Major Penney would have had to bring down the plane by flying her jet into the airliner, possibly killing herself in the process. Wanting to know more about Major Penney, I watched a 2011 C-Span interview in which she described the events on 9/11. Her story was inspirational and riveting.

At some point in my life, I pray that I will be blessed with grandchildren. And should one of them be a girl, and should she want to be a U.S. Air Force pilot, I will take her by the hand and let her walk through the silhouettes in the Women in the Air Force exhibit, explaining to her the challenges these brave women faced and the sacrifices they made so she would be free to chart her own course…perhaps with the courage to explore that which we can now only imagine.

V/r,

Mike Imhoff Air Force Museum Foundation Chief Executive Officer

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VICE CHAIR

Lt Gen C.D. Moore II, USAF (Ret) SECRETARY

CMSAF Gerald R. Murray, USAF (Ret) TREASURER

Brig Gen Paul R. Cooper, USAF (Ret) Col James F. Blackman, USAF (Ret) Mr. John G. Brauneis Mr. Roger D. Duke Ms. Anita Emoff Col Frederick D. Gregory Sr., USAF (Ret) Mr. Benjamin T. Guthrie Mr. James L. Jennings Mr. Scott L. Jones Mr. Ki Ho Kang Dr. Thomas J. Lasley II Mr. Scott E. Lundy Gen Lester L. Lyles, USAF (Ret) Maj Gen Ted P. Maxwell, USAF (Ret) Maj Gen Brian C. Newby, USAF (Ret) Gen Gary L. North, USAF (Ret) Mr. Edgar M. Purvis Jr. Maj Gen Frederick F. Roggero, USAF (Ret) Mr. Philip L. Soucy CMSgt Darla J. Torres, USAF (Ret) Dr. Andrea Townsend Mr. Randy Tymofichuk

EMERITUS BOARD MEMBERS

Col Mark N. Brown, USAF (Ret) Mr. James F. Dicke II Ms. Frances A. Duntz Mr. Charles J. Faruki Maj Gen E. Ann Harrell, USAF (Ret) Col William S. Harrell, USAF (Ret) Mr. Jon G. Hazelton Mr. Charles F. Kettering III Mr. Patrick L. McGohan Lt Gen Richard V. Reynolds, USAF (Ret) Col Susan E. Richardson, USAF (Ret) Gen Charles T. (Tony) Robertson, USAF (Ret) Mr. R. Daniel Sadlier Col James B. Schepley, USAF (Ret) Mr. Scott J. Seymour Mr. Harry W. (Wes) Stowers Jr. Mr. Robert J. Suttman II, CFA

what’s inside 36

USAF

IN EVERY ISSUE

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EDITOR’S NOTES

About this Issue

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FRIENDS FEEDBACK

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MacDonald

Kelley

FEATURES

FEATURES

Medal of Honor recipient: Sgt Maynard H. Smith Sr

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“At 1.6 Mach, I pulled the throttle to min burner and we cruised happily along at almost 1,000 knots.”

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ABOVE & BEYOND

CLASSIC AIRCRAFT AT THE NATIONAL MUSEUM OF THE USAF™

Boeing RB-47H Stratojet

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UPCOMING EVENTS AND EXHIBITS AT THE NATIONAL MUSEUM OF THE USAF Operation: Dinosaur, Nuclear Deterrent exhibit, and more

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REUNION ROUNDUP

Reunions Around the Country

MEMORIAL DAY 500

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MY RECOLLECTIONS OF THE B-58

“You could not just volunteer for B-58s — you had to be selected and recommended by your wing commander.”

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ON LOAN

“Over 50,000 artifacts in NMUSAF’s collection, including more than 2,500 of its aerospace vehicles, are on loan to other museums.”

THE GHOSTS OF GRISSOM

“MAC THE KNIFE”

“I said I’d be damned if I would sign my name to a fraudulent entry in an official aircraft form.”

FRIENDS JOURNAL ❙

“I’m convinced that every SAC crew member that I knew would not have hesitated to facilitate dropping the bomb.”

“While the wreckage smoked and popped, the nuclear weapons were carried to a nearby ditch and buried in sand.”

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On the Cover: A colorized photo of a United States Air Force Convair B-58A Hustler in flight (B-58A-15-CF, SN 60-1118) Photo: U.S. Air Force

PREVENTING NUCLEAR WAR

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Air Zoo Aerospace & Science Experience

DISCLAIMER: The views and opinions expressed in the Friends Journal articles and Feedback letters are solely those of the authors in their private capacity and do not necessarily represent the views of the Air Force Museum Foundation, Inc., the United States Air Force or any other entity or agency of the U.S. Government. The appearance of U.S. Department of Defense (DoD) visual information does not imply or constitute DoD endorsement.

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editor’s notes

AIR FORCE MUSEUM FOUNDATION LEADERSHIP TEAM CHIEF EXECUTIVE OFFICER

Michael Imhoff

CHIEF DEVELOPMENT OFFICER

Christopher Adkins-Lamb

ABOUT THIS ISSUE

DIRECTOR, FOOD SERVICE AND FACILITIES

Gary Beisner

DIRECTOR, EVENTS

Mary Bruggeman

We apologize for the delay in receiving this issue of your Friends Journal.

Our Annual Report has traditionally been mailed with this issue, however it requires approval from the Board of Trustees which does not meet until the first week of May. In the past we have tried a number of ways to work around this, but it has been problematic. Therefore, the decision has been made to delay the Spring Friends Journal this year and in the future in order to give our Board time to review the Annual Report before we print it and mail it to you with your Journal. Thank you for your understanding and patience.

It is with great sadness that we note the passing of retired Air Force Lt Gen Leroy J. Manor, task force commander of Operation Ivory Coast, the combined forces raid on the prisoner of war camp at Son Tay, Vietnam on November 21, 1970, which was commemorated with numerous stories from participants in our Fall 2020 issue.

The Restoration Report has been a very popular feature in the Friends Journal for the past two years; not surprising with restoration of aircraft being the number one reason donors cite for supporting the National Museum of the U.S. Air Force™. However, there is so much going on in Restoration that I could barely scratch the surface with an article once a quarter. So, the Restoration Report has moved! It will now be a recurring feature in the Airmail emails we send every other week to all donors with an email address on file. You’ll also find a Throwback Thursday story in each Airmail. I search the Friends Journal archives and share a topical story from the past that you may not have read, or maybe want to read again!

Authors so far have included Col Robert L. Scott of God is my Co-pilot fame, Col Gail Halvorsen (the Candy Bomber), and famed aviation author Col Walter Boyne. If you aren’t receiving the Airmail emails, sign up at afmuseum.com/keepintouch, or email our Development Department at friends@afmuseum.com.

DIRECTOR, MARKETING AND COMMUNICATION

Chuck Edmonson

DIRECTOR, ATTRACTIONS

William Horner

DIRECTOR, RETAIL

Melinda Lawrence

DIRECTOR, HR AND ADMINISTRATIVE SERVICES

Sarah Shatzkin

DIRECTOR, FINANCE

Crystal Van Hoose

NATIONAL MUSEUM OF THE U.S. AIR FORCE™ DIRECTOR

David Tillotson III

FRIENDS JOURNAL PUBLICATIONS EDITOR

Alan Armitage

CREATIVE MANAGER

Cheryl Prichard

EDITORIAL ASSISTANTS

John King, Art Powell, Robert Pinizzotto

If your Friends Journal is damaged during delivery, you have a question about delivery, or you have a change of address or other information, please contact the FRIENDS OFFICE:

937.258.1225 friends@afmuseum.com

Alan Armitage aarmitage@afmuseum.com P.S. I am working from home and am not in the Museum to return phone calls very often. The quickest and easiest way to reach me and receive a reply is to email me at aarmitage@afmuseum.com.

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The Friends Journal is published quarterly by the Air Force Museum Foundation, Inc., a Section 501(c)(3) private, non-profit organization dedicated to the expansion and improvement of the National Museum of the U.S. Air ForceTM and to the preservation of the history of the United States Air Force.

The Air Force Museum Foundation, Inc. is not part of the Department of Defense or any of its components and it has no government status. Printed in the USA. USPS Standard A rate postage paid at Dayton, OH. The Friends Journal is mailed on a quarterly basis to donors to the Air Force Museum Foundation..

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friends feedback

O YT N A 0 12:0 M P

IHO O

RAY JANES SUBMITTED THE FOLLOWING BACKGROUND ON ONE OF THE EXHIBITS IN THE MUSEUM: “There is a display in the Museum devoted to the 317th Fighter Interceptor Squadron which I served in during my Alaska tour. It concerns the history of Iron Mike which is part of the display along with one of the two Hughes trophies the squadron won at William Tell. [Editor’s note: William Tell was the name given to the USAF World Wide Air to Air Weapons Meet, held from 1954 to 2004 with a break from 1966 to 1970 during the Vietnam War. The Hughes Trophy, sponsored by the Hughes Aircraft Company, was awarded for superior performance among USAF air defense squadrons.]

When I arrived in Alaska in 1960 there was a new Officer’s Club on Elmendorf AFB which hadn’t been open very long. It was decorated by the Alaska Command general’s wife. He was Frank Armstrong of “12 O’ Clock High” fame — Gregory Peck played his part in the movie. His wife’s name was “Fluffy.” In what was known as the cocktail party room was a fire place. On the mantel was a concrete goat and on the hearth was a half size suit of armor. We held many squadron parties in that room.

We named the suit of armor Iron Mike.

“There was a fire at the Club and the goat was destroyed while Iron Mike was damaged. The 317th took him and he found a home in the squadron snack bar. At various times, F-100s would deploy to Elmendorf and one squadron called themselves Iron Mike. He disappeared and the F-100 squadron who took him refused to return him and announced they were taking him back to the south 48 as the continental U.S. was known.

“Col Joe Rogers, the CO and the speed record holder in the F-106, conspired with the Maintenance Squadron to tow one of their F-100s to the Alert Hangar.

Iron Mike at NMUSAF When it was there an F-100 pilot from the command was found to act as the pilot and it was called in On Alert. Since we had nuke weapons On Alert, the F-100 people could not get in the hangar area to get their aircraft back. After several days of flying short of aircraft, Iron Mike was restored to the Club and their aircraft was returned.

“After the 317th was inactivated and replaced by an F-4 squadron, it was arranged to donate one of our Hughes trophies to the Museum

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spring 2021

along with Iron Mike for the display and the other trophy to the Air Force Academy.”

You can read more about Iron Mike and the Hughes Trophy on the Museum’s website by accessing the links below: https://www.nationalmuseum.af.mil/ Visit/Museum-Exhibits/Fact-Sheets/ Display/Article/197608/iron-mike/ https://www.nationalmuseum.af.mil/ Visit/Museum-Exhibits/Fact-Sheets/ Display/Article/197609/1956hughes-trophy/

THIS ISSUE’S STAMP The stamp in this issue is a three-cent stamp showing four women in uniform representing all “Women in Our Armed Services.” The stamp, issued in 1952, was designed from a Department of Defense recruiting photo. A lot has changed since then, and the National Museum of the U.S. Air Force’s new Women in the Air Force exhibit highlights the evolution of the role of women in the Air Force from yesterday into tomorrow.

TALK TO US Send your comments to P.O. Box 1903, WPAFB, OH 45433, email aarmitage@afmuseum.com or call 937.751.1549.

For comments or questions directed at the Foundation that don’t pertain to the magazine, please visit the ‘Contact Us’ page at afmuseum.com. facebook.com/ Air.Force.Museum.Foundation @AFMFoundation #airforcemuseumfoundation @airforcemuseumfoundation #airforcemuseumfoundation

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at Tuy fini flight in the F-100 The author after his Republic of Vietnam.

Hoa AB,

Cranston photo

AF (RET) LT GEN STEWART CRANSTON, US

500

MEMORIAL DAY 6

Minot Air Force Base (AFB), North Dakota, 7:00 p.m., Friday, May 28, 1971.

NEWS FLASH: The 55th running of the Indianapolis 500 will be held tomorrow at 1:00 p.m. Central Time.

The weather is expected to be nearly perfect and a record speed in excess of 175 mph is anticipated.

It was Friday evening, before the long Memorial Day weekend. The base was quiet. Many people had already left the base for their various holiday escapes.

I had just poured gin and tonics for my wife and I when the telephone rang.

“Captain Cranston,” I identified myself when I picked up the receiver.

I recognized the voice on the line immediately. It was Roger Rhodes, the 5th Fighter Interceptor Squadron (FIS) operations officer.

The 5th FIS, based at Minot AFB, was one of 11 interceptor squadrons spaced around the perimeter of the United States. The 5th Fighter’s mission was to prevent hostile aircraft from intruding into the continental United States. In the 1950s, at the height of the Cold War threat of manned Soviet bombers, there had been over 100 squadrons dedicated to this mission. Now in the early 1970s, there were only 11 units left on alert status 24 hours a day, standing ready to protect the homeland. All were equipped with the Convair F-106 Delta Dart.

“Stu, this is Roger Rhodes,” the voice on the line said, “Have you had anything to drink tonight?”

A strange question, I thought.

Where is this headed?

“Well, actually no,” I said. “Jean and I were just about to have a cocktail.”

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“Good,” Roger said. “Put your glass down. You’re it.”

with each other and the local communities in any way we could.

“It” for what, I thought? But before I could ask, Roger continued, “A kid in town was bitten by a rabid dog this afternoon and there is no rabies vaccine anywhere in this area. The closest place the hospital downtown could locate with a supply is in Rapid City, South Dakota. They are desperate to get this vaccine.”

Roger went on, “Ralph is filing a flight plan for you to Ellsworth right now. We need to have you scramble down to the squadron. Oh One Nine (F-106A SN 0-90019) is being pre-flighted for you as we speak.

Ralph will have a Form 21a (Pilot’s Flight Plan) ready for you when you get to the squadron.”

“OK,” I said, puzzled, “Where do we fit in?”

I knew Ellsworth AFB was a SAC base just outside Rapid City, about 300 miles from Minot. “OK,” I said, “I’ll be there shortly.”

“Well,” Roger replied, “the mayor has asked us if we could pick it up for them. The 24th Air Division is processing this as a humanitarian request as we speak. You are the only squadron pilot that’s here at Minot that hasn’t had a drink yet today.”

Minot Air Force Base was home to the 5th Bomb Wing operating Boeing B -52 Str atofor tres ses and Boeing KC-135 Stratotankers in support of the United States strategic deterrence mission. Minot in general, and 5th FIS in particular, had excellent relations with the local community and throughout the state of North Dakota. Unlike much of the United States in the early 70s, the people of North Dakota had a genuine warm regard for their military. While 5th Fighter was an Air Defense Command unit tenant on a Strategic Air Command (SAC) base, the bomb wing commander referred to us as “his” fighter squadron. We cooperated

Jean looked at me quizzically.

“What’s this all about?” she asked.

“An emergency mercy mission,” I said. “Better put my drink on ice.”

I explained the situation to her as I put on my flight suit and boots.

“This will be interesting,” I said as I headed out the door. “My Memorial Day 500, more or less.”

I gave her a quick kiss and jumped in the car for the short ride to the squadron.

At the squadron I grabbed my flight gear, parachute and helmet and hurried out to the squadron crew van that took me to the flight line. Aircraft 019 was prepped and waiting. Ralph met me at the bottom of the ladder and gave me the mission card.

“The Bird’s ready to go,” Ralph said. “It’s about 270 nautical ☛ 7

collection connection

outboard to activate the starter.

Then back inboard and, as the RPM (revolutions per minute) began to wind up, I advanced the throttle around the horn to idle.

5TH FIGHTER-INTERCEPTOR SQUADRON PATCH

The F-106 was purpose designed for the interceptor role, and that among other things, meant a quick reaction capability from a standing start. The standard response time for conventionally armed alert was 5 minutes from klaxon to gear up.

No ground support equipment was needed to start the Six. Once the engine was started, there was only one switch required to activate all the navigation and weapons systems. Only the radio had a separate “On” switch.

This simple patch worn by members of the 5th Fighter-Interceptor Squadron shows the outline of a Convair F-106 Delta Dart. The squadron flew the F-106 from Minot AFB, North Dakota from 1960 to 1985.

https://www.nationalmuseum.af.mil/Collections/Donate-an-Item/

miles to Ellsworth, and the weather is decent. A broken stratus deck at 3,000, then layered up to the midtwenties.”

He explained that the flight to Ellsworth should take about 30 minutes. The weather should not be a problem en route or at Ellsworth.

Once I landed, a ground team would be ready with the package of vaccine, and the return flight plan would already have been filed.

“Ellswor th has 13,000 feet of runway, so plan on a no-chute landing,” he said. “There should be no need to refuel or even shut down. You should only be on the ground a few minutes.”

“Sounds good,” I said and hurried up the ladder, set my parachute in place and climbed in.

The cockpit of an F-106, or “Six,” was spacious by fighter standards.

The cockpit was dominated by the vertical tape displays in the center of the instrument panel, and the Tactical Situation Display (TSD) directly below the instrument panel in front of the stick. The integrated 8

NMUSAF photo

vertical tapes provided attitude, airspeed, altitude, and ver tical velocity in a display that was much easier to interpret than the round dials on previous fighter aircraft. The TSD was a map display that showed the airplane position relative to a selected TACAN station. TACAN (Tactical Air Navigation) is a radio navigation sys tem that gives direction and distance to a selected station. Intercept targets could also be displayed relative to the aircraft, enabling the pilot to see at a glance his overall tactical situation. In the days before GPS (global positioning system), this was a near magical feature for the pilot. Above the instrument panel at the pilot’s eye level was the radar scope, the central feature of a dedicated fighter interceptor.

I quickly looked around the cockpit, checking and setting the various switches. I placed the master switch to on and looked at the crew chief who by now had pulled the ladder away. He nodded expectantly and I gave the signal for starting engines.

I pushed the ignition switch on the throttle and shoved the throttle

I watched the RPM and EGT (exhaust gas temperature) settle to normal idle readings, and keyed the mike. “Minot Ground, Yankee Kilo Two One, taxi one for takeoff, IFR (instrument flight rules) to Ellsworth.”

Ground replied, “Roger, Two One, taxi Runway 29, winds 270 at 8, altimeter 30.02.”

It’s a short taxi from the 5th Fighter ramp to Runway 29. A maintenance truck followed me and I stopped short of the active runway while they performed a quick last-chance safety inspection of my airplane.

After a brief pause, I got a thumbs up and chocks out sign. I switched to tower frequency and closed the canopy.

“Minot Tower,” I called, “Yankee Kilo Two One ready for take-off.”

“Roger, Two One, cleared for takeoff. Contact Departure Control on 255.4,” Tower replied.

I swung onto the 12,000 ft. runway and pushed the throttle to MIL power [MIL, or military, power is 100 percent power without using afterburner]. As the airplane began to accelerate, I noted the engine instruments settling to normal readings and pushed the throttle outboard to light the afterburner.

A momentar y pause and the afterburner lit with a pronounced t hump and t he acceler ation increased rapidly as if a big hand was pushing me down the runway. The runway lights streamed past in an increasing rush in the early evening twilight. At 135 knots (nautical miles per hour, about 155 mph), I raised the aircraft nose and presently I was airborne, accelerating rapidly.

I snapped the gear handle up and noted the time: 7:23 p.m. Not bad I thought for a standing start from my house.

“Minot Departure, Yankee Kilo Two One airborne.” I called.

“Roger Two One, turn left to 195, climb and maintain Flight Level 390, contact Minneapolis Center on 279.6 passing 14,000 feet.”

“Roger,” I said, “195, Minneapolis on 279.6.”

As I turned to 195, I stayed in afterburner below the clouds. In a few moments, I was at 400 knots (roughly 460 mph), our best climb speed. I rolled out, pulled the nose up and shut down the afterburner as I entered the clouds.

I switched the radio to Minneapolis Center, and watched the altimeter sweeping rapidly through 10,000 feet.

“Minneapolis, Yankee Kilo Two One, out of 14 for Flight Level 390, requesting direct to RCA.” RCA was the airfield and TACAN station identifier for Ellswor th. Direc t would enable me to eliminate several minor jogs in the airways to Ellsworth and would save a few precious minutes.

altitude performance, while one of the beauties of North Dakota was the uncluttered airspace which enabled us to enjoy that remarkable performance. The F-106 once held the world absolute speed record at 1,525.9 mph. It had a service ceiling well above 50,000 feet.

We normally cruised in the little trafficked airspace above 40,000 feet at .96 Mach (just under the speed of sound).

At about 7:30 p.m., I leveled at FL 390, eased the power back and let the Mach number settle at .96.

At that speed, roughly 565 knots or 650 mph, I was only about 25 minutes from Ellsworth.

I called, “Minneapolis, Yankee Kilo Two One, level 390.” and settled in for the short trip remaining.

The aircraft was in her element, happily purring along as the TACAN DME (distance measuring equipment) ticked off the miles.

I was well above the cloud layer, sandwiched between the endless blanket of stars above and the occasional glimpse of lights on

the ground below. The setting sun painted a thin line of reddish orange along the edge of the cloud deck far off to the west. I watched the last rays of sunlight slowly snuff out and I was enveloped in darkness except for the reddish glow of the cockpit lights. The TSD showed I was closing on Ellsworth at nearly 10 miles a minute. Less than 15 minutes to go, I mused. At this rate, and if I get a good pit stop at Ellsworth, I should complete my Memorial Day 500 in a little over an hour. Peter Revson had the pole at Indy at an average speed of 178.696 miles per hour. He would kill for my ride.

Presently, Minneapolis called, “Yankee Kilo Two One, contact Denver Center on 338.2.”

I acknowledged and switched to Denver.

“Denver Center, Yankee Kilo Two One, at 390, requesting an enroute descent, radar vectors to the ILS (instrument landing system) at Ellsworth.”

“Roger, Yankee Kilo Two One, standby.” ☛

The author posing next to an F-100 while serving in Vietnam in 1968.

One of the great beauties of the Six was its remarkable high FRIENDS JOURNAL ❙

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Cranston photo

It must have been a quiet night in the air above the Great Plains because they immediately replied, “Roger, Two One, cleared direct, call level at 390.” (Flight level is expressed in hundreds of feet, so 390 is 39,000 feet.)

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A 5th Fighter Squadron F-106 on the flightline at Minot AFB, North Dakota

load, the 8,000 lbs was more than enough to get home.

“Negative on the servicing,” I said.

“Send the package up.”

Cranston photo

Then after a minute or so, “Yankee Kilo Two One, you are 30 miles from the initial approach fi x runway 31 at Ellsworth, descend and maintain 8,000 feet, altimeter 29.99, give me a good rate through 290.”

“Roger,” I replied, “Two One is out of 390, for 8,000.”

I pulled the power to idle and opened the speed brakes as I pushed the nose down. I watched the vertical velocity marker fall rapidly to minus 12,000 feet per minute. As I continued my descent through 15,000 feet, Denver called.

“Yankee Kilo Two One, continue descent to 6,000, contact Ellsworth Approach on 259.1.” I broke out of the clouds at 8,000 and leveled at 6,000 feet, 15 miles from the runway.

The approach and landing were uneventful. I touched down at 7:56 p.m. I pulled the nose up to 17 degrees to maximize the aerodynamic braking provided by the Six’s huge delta wing. I slowed quickly from the 150 knots touchdown speed, and despite not 10

using the drag chute, I was able to turn off at the mid field taxiway. I opened the canopy and switched to ground control.

“Ellsworth Ground, Yankee Kilo Two One, clear of the active,” I called.

“Roger, Yankee Kilo Two One, Follow Me will assist with parking.”

The taxi ways and ramp at Ellsworth were straight forward like Minot – SAC standard I supposed - but it was nice to have a guide anyway.

The Follow Me truck led me at a brisk pace to a small gathering in front of Base Ops. I noticed an inlet screen and ladder on the ramp and a fuel truck standing by. My “pit crew” was primed and waiting.

As soon as I parked, and the wheel chocks were in place, the inlet screen was installed and the ladder set at the cockpit rail. A voice came on the intercom, “Sir, we have the vaccine here and unless you need servicing, we will just hand it up and you can be on your way.”

I glanced at the fuel gauge: 8,000 lbs remaining. Although it was decidedly not standard practice to take off with less than a full fuel

Momentarily, a young lady in civilian clothes climbed up the ladder and handed me a package that was about six inches on all three dimensions. Obviously, they had packaged the vial of vaccine for maximum protection. It was emphatically not packaged for the cockpit of a fighter no matter how luxurious. What the hell am I going to do with this, I thought, as I tried various locations around the cockpit. After a little delay, I determined I could place it under my elbow on the left console and still reach the throttle, albeit it was more than a bit awkward.

I smiled and nodded at the young lady, and she quickly descended the ladder. As soon as she was down, I gave the chocks out sign to the crew chief. The ladder and screen were removed and the chocks pulled.

“Ellsworth Ground, Yankee Kilo Two One, taxi one, IFR to Minot,” I called.

“Roger Yankee Kilo Two One, taxi to Runway 31, wind 300 at seven, altimeter 29.99. Stand by for clearance.”

The Transient Aler t crew chief saluted and gave a thumbs up as I taxied out. It was just past 8:00 p.m.

My “pit stop” had taken 5 minutes so far. Roger Penske would not have been pleased, but I was impressed.

I was airborne less than 4 minutes later. Takeoff and departure ☛

Command a World War II-era Sherman Tank!

Engage the enemies of the Allies in this virtual reality recreation of the Battle of the Bulge.

Playing against fellow tank commanders, you’ll be immersed in the action as you order your massive 75-millimeter gun to fire on approaching Panzers and machine-gun nests through “look targeting” technology.

Located in building 4 at the National Museum of the U.S. Air Force™ .

Tickets $8 each, or get the Attractions Bundle — 4 tickets for $24 and try out all the Attractions at the Museum!

☛

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were normal except I expedited my climb to 41,000 feet by staying in afterburner to 20,000 feet.

“Denver Center, Yankee Kilo Two One, level at 410,” I called after I leveled off. The time was 8:10 p.m. and the TSD showed 240 miles to go to Minot. At my .96 mach cruise speed, I calculated I would get to Minot about 8:40 p.m., allowing a few extra minutes for let down and approach. I had 5,000 lb of fuel remaining with a fuel flow of 3,400 lbs per hour. I calculated that this should get me to Minot with about 3,500 lbs. I had 2,000 lbs or so to spare. I can pick up the pace a little, I said to myself. A little supersonic run, say 1.6 Mach, should do nicely.

“Denver, “Yankee Kilo Two One, Request.”

“Yankee Kilo Two One, go ahead.”

“Roger,” I said, “Request direct Minot and request speed increase to 950 knots (around 1,093 mph).”

There was a pause, then, “Roger, Two One, there is nothing in front to you, cleared as requested."

I smiled to myself, and pushed the throttle out board and forward. The afterburner lit with a small thump.

In a moment 019 slid through the sound barrier and continued accelerating. At 1.6 Mach, I pulled the throttle to min burner and we cruised happily along at almost 1,000 knots (roughly 1,151 mph) considering the little kick from the jet stream. The distance to go spun down on the TACAN DME at over 16 miles a minute, or about 12 minutes to my start let down point, 200 miles away.

The F-106 was perfectly smooth at 1.6 Mach. I sat and savored the sheer joy of the eternal panoply of stars above and the dark enshrouded earth slipping by below. All was quiet. The only sound was a slight hum as if 019 were softly singing to herself. The fuel gauge showed an accelerated drop in pounds remaining, but not alarmingly so.

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The minutes slipped by. Denver Center handed me of f to Minneapolis and another voice followed me through the night. The aircraft and I were in our own world – just simply flying at headlong speed through the trackless space high above the earth that most people cannot experience or even imagine.

Presently, the DME said 50 miles to go. Reluctantly I pulled the throttle out of afterburner and we started a long slow retreat, back towards subsonic speed and reality. As we backed through the sound barrier there was only a slight burble from the airframe.

“Minneapolis, Yankee Kilo Two One, request en route descent, radar vectors to TACAN approach, Runway 29 at Minot,” I called.

“Roger, Yankee Kilo Two One, turn right to 035, descend to 5,000 at your discretion, call out of 410.”

“Roger,” I replied, right to 035.”

A minute later, at 30 miles from Minot, I pulled the power to idle and extended the speed brakes for a steep descent to 5,000 feet. The time was 8:24 p.m.

I keyed the mike, “Minneapolis, Yankee Kilo Two One, out of Flight Level 410 for 5,000.”

“Roger, Two One, contact Minot Approach on 259.6, altimeter 30.02.

Happy Memorial Day,” Center replied.

I switched radio frequencies and continued my descent, leveling at 5,000 feet, just under the cloud deck. Minot A pproach gave me radar vectors to the TACAN fi nal approach fi x at 7 miles from touchdown. The F-106 was very stable on final approach. The aircraft virtually flew herself the last few miles. As we crossed the runway threshold, I eased the throttle to idle, and raised the nose a bit to cushion the descent. We settled down and touched with just a mild

jolt. I raised the nose to aero brake, and deployed the drag chute. At 100 knots, I lowered the nose and continued my rollout to the mid field turnoff. The time was 8:30 p.m., one hour and 7 minutes from initial take-off to final touchdown. I taxied to the 5th Fighter ramp and turned over my precious cargo to the waiting ambulance. They sped off into the night.

I was back in my quarters a little after 9 p.m. “How did it go,” Jean asked.

“G r e a t ,” I s a i d , “ M i s s i o n accomplished. I figure I completed my Memorial Day 500, actually it was 540 nautical miles (or 621 miles), at an average speed of 483.6 knots, that’s 556.5 mph, including an 8 minute pit stop. That’s at least three times faster than the Indy drivers will do in their wildest dreams.”

“Well,” Jean said with a smile, “we don’t have any champagne to celebrate with, but here’s your gin and tonic back.”

NEWS FLASH: Saturday, May 29, 1971. The 55th Indianapolis 500 was won by Al Unser, Sr. at an average speed of 157.735 mph. This was Unser’s second straight victory at the Memorial Day classic.

Author Stu Cranston was an F-100 pilot in South Vietnam where he flew 300 combat missions. He then flew F-106s in the 5th Fighter Squadron, Minot AFB, and 475th Test Squadron, Tyndall AFB. Stu retired from the Air Force in 2000 as vice commander of Air Force Materiel Command. He resides in Clifton,VA and enjoys golf and sailing.