Check Six by Major Edwin W. Merkel, USAF Retired

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CHECK SIX A Fighter Pilot’s Diary of Misadventures (24 September 1968 to 04 June 1969) Major Edwin W. Merkel, USAF retired

Ernest Hemingway wrote of fighter pilots and their planes: “You love a lot of things if you live around them.

There isn’t any woman and there isn't any horse, not any before nor any after, that is as lovely as a great airplane. And men who love them are faithful to them even though they leave them for others. Man has one virginity to lose in fighters, and if it is a lovely airplane he loses it to, there is where his heart will forever be.”

'London Fights the Robots,' written for Collier's, August 1944

ii CHECK SIX A Fighter Pilot’s Diary of Misadventures (24 September 1968 to 04 June 1969)

by Major Edwin W. Merkel, USAF retired

Copyright 2011 by Edwin W. Merkel and Bonnie L. Johnson All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by an information storage and retrieval system, without written permission from the author, except for the inclusion of brief quotations in a review.

First Edition Editors: Bonnie L. Johnson and Royce A. Martin Book Design: Edwin W. Merkel and Bonnie L. Johnson Cover Design: Jim L. Friesen ISBN: 978-0-9769756-1-8 Library of Congress Control Number: 2012930462

Cover photograph is of Edwin W. Merkel, 1 September 1967, the day of Edwin’s first ejection in the F-100C. The 1000-hour and Edwin in major regalia are compliments of the USAF. The Maverick picture is

by Dave Higdon, reproduced with permission and our thanks.

Disclaimer Statements contained herein are the opinions of Edwin William Merkel and may contain inadvertent errors. No warranty of accuracy or factual completeness is either expressed or implied. Discussion of the events are meant to be of an informal and conversational nature only and do not necessarily represent the views of the United States Air Force.

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This labor of love is dedicated to my first wife, Marcia, who saw me through my 9 lives as a fighter pilot; and to my second wife, Bonnie, who saw me through my 9 lives as an aerobatic pilot.

Edwin and Marcia

Edwin and Bonnie

iv Introduction The following adventures are true. When North Korea confiscated the USS Pueblo on 23 January 1968, the 127th Tactical Fighter Squadron (TFS) based at McConnell Air Force Base, Wichita, Kansas was placed on active duty on 26 January 1968. They subsequently were deployed to Kunsan Air Force Base, South Korea (Republic of Korea) on 04 July 1968. The 127th was part of the 354th Tactical Fighter Wing. The 127th returned home on 10 June 1969 following the release of the USS Pueblo’s crew.

During this timeframe Major Merkel was a captain with the Kansas Air National Guard in the 127th TFS. He served a dual role as maintenance officer (MO)/fighter pilot flying daily operational missions. This is a diary of his daily activities of flying the F100C while deployed to Kunsan.

This is Major Edwin W. Merkel, as a captain in the Kansas Air National Guard, receiving his certificate for having flown 1000 hours in the F100 in August 1963. Presenting the certificate is Charles Lucas, Technical Representative for North American Aviation.

1 Tuesday, 24 September 1968 Osan, South Korea Sung = Gong = Friend Flew the first practice run of Republic of Korea’s Armed Forces Day fly-by at Seoul. Major Chang, in a tiny Northrop F-5B led our three-ship formation.

Captain Ron Dullen flew left wing in the big F-106 and I the right wing in my middle-sized F100. Good formation! The F-5 is a pretty little thing. The 106 is a brute. I was impressed with its size and the functionality of its configuration.

The orbit point is a horrendous gaggle with all flights orbiting “Delta” with only 1000 feet altitude separation. “Delta” is Chawol-do, a caterpillar-shaped island 35 nautical miles west of Suwon Air Base. We were late to start due to usual foul up of transient maintenance not having the right equipment to start the F-5B. After the gaggle, Ron and I went up and did a series of close formation maneuvers. I was surprised that the clean F-100 could keep up with that big brute with absolutely no trouble.

Flew a functional check flight when I got back to Kunsan: Airplane Number 955 for bad afterburner operation. It checked out okay.

Beautiful day; mild, sunny and hazy.

This fly-by is a Republic of Korea Air Force (AF) and United States Air Force (USAF) production and just about every Republic of Korea AF and USAF aircraft in Korea is participating, so you can imagine the congestion as flights from all over Korea form up over check point Delta. I am frankly apprehensive about this high-density traffic and flex my eyeballs considerably as I approach Chawol-do on Major Chang's right wing.

I was selected to fly in the “mixed” formation, comprised of Republic of Korea AF and USAF hardware. It’s a six-ship flight with the first element led by a Republic of Korea AF F-5 with a USAF F-106 on the left wing and a USAF F-100 on the right, (me). The second element, 1000 feet in trail, is led by a USAF F-4C with a Republic of Korea AF F-86L on the left wing and an Republic of Korea AF F-86F on the right. How I got into this deal I don’t know but it’s fat with a guarantee of at least three flights per practice day in a clean airplane. I can’t believe that I lucked out! Someone must have thought that it was a bad deal. We are called Sung-Gong-Friend Flight, and stage out of Osan AFB, 20 nautical miles south southwest of Seoul.

Wednesday, 25 September Another beautiful day.

Flew two functional check flights from the 166th, airplanes 766 & 992. 766 had a repeat afterburner write-up: no consistent light above 25,000 feet, poor nozzle opening, hard light and compressor stalls. 992 had compressor stalls in 1G flights above 40,000 feet. Could not advance throttle once retarded due to stalls. A cockpit pressurization surge, the third consecutive occurrence, was also experienced.

2 General Edmunson is arriving at 09:30 tomorrow to interview troops and usual bullshit.

The engine problem looks bad, or should I say worse? Word is filtering back that the Itazuke operation is bad – poorly administered. They dropped an F-100F engine a few days ago; dropped it on the floor!

Discontent and acrimony abounds.

Major Wolfel finally sought me out today; I was waiting for him. He requested, in all sincerity, that I was overworking their maintenance with my functional check flights write-ups and would I reconsider the functional flight check acceptance criteria from a more “practical” point of view?

“Normal operation of the airplane doesn’t require that you use the afterburner at 35,000 feet, does it?”

I acknowledged that he was correct in his assumption and pointed out that the functional check flight profile is more than an operational check of the airplane, it is diagnostic as well.

“I’m not telling you that the airplane is bad, Tom. There is very little room for opinion in this business. I fly the profile exactly in accordance with Technical Orders (TO) 1F-100A-GCF-1. I put the airplane where it says. If the bird can’t hack it, it tells me. The airplane is telling me that it is sick and I’m telling you it needs attention. 992 has compressor stalls in 1G flights above 40,000 feet. Sure, we don’t fly operational missions above 40,000 feet, but 992 is telling me and I’m telling you that it's got a sick engine.”

I try to be as deliberate, dispassionate and objective as possible; I try to be articulate but I cannot get people to understand that the functional check flight business is a science, not a pilot opinion exercise.

Major Wolfel does not fly.

Thursday, 26 September Another beautiful fall day – unbelievable after all the lousy weather we’ve had in the past.

No functional check flights today. Flew up to Osan for Sung-Gong-Friend practice on low level route number three to Koon-Ni range. The countryside is quite bucolic.

The fly-by went off very well. Major Chang hit the time right on the second. Ron Dullen, Sung-Gong-Friend Three, and I broke off from Friend One and went hunting, for we knew that much game was airborne. Incredibly, we could not spot a single bogey so we went about our pre-briefed Air Combat Maneuvering (ACM) mission. This ACM exercise at 30,000 feet terminated shortly with FRIEND Three completely destroying me in less than 60 sec….

Humiliating! The F-106 is impressive at altitude.

Mr. Wells, the Pratt and Whitney Technical Representative arrived.

Discussed engine problems with him.

Today was the day of the general staff interview. Undersecretary of USAF for Manpower, a Mr. Marrs, interviewed pilots. Wing and squadron commanders monitored interviews: Nervously, I am told. A plan was afoot to

3 brief interviewees on what not to say. Evidently, the comments made got the attention of the interviewer.

Friday, 27 September Flew fly by today and made pass on Osan in a six ship “V”.

Landed Osan and remained over night with a room in the 48th FIS (Fighter Interceptor Squadron) BOQ (Batchelor Officer Quarters). The unit has a good bit of spirit. They call themselves “Bailey’s Bandits” out of respect for their commander, Colonel Bailey. Took in usual Korean type floorshow at the club.

Saw Don Meyer and had a few drinks with him. He was not elated about his new Korean assignment; He had anticipated a tour of duty stateside.

Saturday, 28 September My Finest Moment Left Osan Saturday morn for Kunsan.

Left Kunsan with Jerry Nelson on my wing at 12:05 for cross-country to Taegu. Flew round robin to Japan and back. Landed Taegu at 14:10 and was met by Barry Dawkins and John Shepard of a transient F-4C outfit. Noel Martin, base operations officer, was also there. This F-4C unit was rotating back stateside following a Tour “Down South” (South Eastern Asia, SEA) and were celebrating their return to the “Land of Milk and Honey.”

Attended the party at the Officers’ Club, big, uncouth blast with champagne drenching, fire extinguisher exercise, uncouth songs and whole bit! Got drenched.

I walked into the club right smack in the middle of an ear-splitting bacchanalian uproar. The F-4 types were proposing toasts to any and all things – with not too well directed pouring of wine. Barry and John spotted me and all burst out in spontaneous acclamation of the “F-100 pilot.” All these rowdy chaps, combat veterans, fly the F-4; McDonnell Douglas F-4C, 2-engine, 2pilot airplanes.

They enjoined me to propose a toast, which, following the great show of affection, I felt obliged/honored to give. I entreated my hosts to fill my glass, which was done quite promptly and not too accurately. Raising my wine-filled glass with my wine-drenched sleeve, I said, “I propose a toast to all singleengine, single-seat fighter pilots.” This was gratefully acknowledged by all with a wine shampoo. Had Jerry Nelson, my big, burly buddy and wingman, not been with me, I may not have survived.

Sunday, 29 September Up Sunday at 06:00. Got awakened by the revelers at some ungodly hour Sunday morning and was “invited” to participate in a whiskey chug-a-lug.

Took off from Taegu at 07:35. Ran low level and back to Taegu; Nelson flying wing. Made pass over Taegu approximately one hour after takeoff.

Executed a close formation slow roll over the active at about 1000 feet off the deck. This was pre-briefed with me on the wing. Jolly good exercise!

Surprised Taegu Tower. Recovered Kunsan as soon as possible (ASAP).

4 Tower commented on the maneuver “nice show” which was unexpected.

Apparently did not report us to Kunsan, for which we were eternally grateful.

Weather cloudy, 12,000 feet ceiling, good visibility.

Visited with Mr. Wells. Discussed engine problems.

Took off from Kunsan at 11:10 for Osan for air show.

Flew air show at usual time and went down to Kunsan for fly-by.

Landed Kunsan at 15:25.

Fireworks display in barracks. Busy day.

Monday, 30 September Last day of the month.

Flew aircraft 782 this morning. Had been written up for an engine surge.

Had replaced fuel control for corrective action.

Surge was still present but was due to poor nozzle actuation. Nozzle would not close completely until 20-40 seconds after afterburner shut down, giving engine surge. Engine over-speed was also noted.

Flew 766 again for poor afterburner lights, etc. Engine shop had gone through three afterburner nozzles on this corrective action. Engine worked fine but aircraft had brake failure, high cross-over speed and could not be trimmed to minimum control speed.

Called Colonel Calvert and arranged to brief him and Colonel Chardi on engine report by Mr. Wells. Let him know about the problem and urged action.

Finances still screwed up. Still receiving check here.

Moved to barracks 392 today.

Tuesday, 01 October Another beautiful fall day. Temperature about 15°C in morning; clear, slight haze. Flew 766 this morning for replacement of trim actuator and bungee in accordance with TO-1F-100C(I)-980. Aircraft flew out okay, but had brake failure on rollout. Shot Tactical Air Navigation (TACAN) approach at KwangJu with two Ground Control Approaches (GCA); shot GCA at home base.

Traffic bottled up with taxiway repair. Landed with 600 pounds.

Brought up Itazuke problem at maintenance meeting again.

Chinese dinner at club tonight.

Apathy abounds. We have maintenance problems but the management team is not impressed enough with them to talk back to 5th AF. Wednesday, 02 October Fine day; high thin cirrus, haze up North.

Quality Control (QC) moved to Field Maintenance building. Appears as though it will be noisy. Not Operational Ready Supply (NORS) Control is next door and is on the phone, hollering due to poor connections.

Today was the 20th anniversary of the Republic of Korea Armed Forces.

The downtown Seoul fly-by came off surprisingly well considering the incredible congestion. It was a mid-air waiting to happen and the mere act of

5 monitoring Hong Kong Control (local fly-by control) on 304.8 was enough to intimidate even the bravest of the brave: “Sung-Gong CHARLIE flight, DELTA,” (CHARLIE flight has arrived at the check point.)

“ALPHA lead, Bogies three o’clock high.”

“Roger, that’s BRAVO flight,” says an unidentified voice.

“Negative, BRAVO flight is below ALPHA.” “Ahh…CHARLIE flight say your position.”

“CHARLIE flight is…ahh…at 35 hundred in a left hand orbit coming up on DELTA turning through 030.”

“BRAVO lead Bogies at…ahh…three o’clock-negative-nine o’clock….”

“Sung-Gong ALPHA departing DELTA….”

As we approach DELTA my eyeballs are completely exposed and very, very active.

Checkpoint BRAVO, the “knee-cap” of the Hang-gang River, eighteen miles Northwest of downtown Seoul, is readily visible at twelve o’clock through the ever-present Korean haze. We hit it at 14:27:14; four seconds slow. Major Chang eases the power up on his little bird as Ron and I nestle in on his incredibly short wings. I catch Kimpo at my two o’clock. Two minutes to the target, a gathering of dignitaries on the North bank of the Hang-gang, about a mile East of the railroad bridge is noted. We let down to 1,000 feet, enveloped in a bit of mild turbulence.

“Sung-Gong Friend thirty seconds,” calls Major Chang.

We hit the target at 14:30:35; five seconds slow, but Hong Kong Control is satisfied.

“Good, good. Very good formation.”

Major Chang, in the F-5B, left our formation and, following a fuel check, the remainder of the flight departed south to give Kwang-Ju a treat. We then parted; each to his own base, each to his own part of sky.

“So long, Sung-Gong Friend One.” I transmit to my fighter pilot brother with a sense of sadness.

Jumped a 101 south southeast of Kunsan; shadowed him for five minutes at six o’clock. I think he was suspicious, but I don’t believe he knew I was there.

Checked on my bird to Kadena, Okinawa. Nobody knew anything about it.

The colonels were up at Seoul.

Sunday, 08 October Today is Nancy’s birthday. She is five today. I miss her.

Sunday. A day of rest.

Tuesday, 10 October Beautiful morning on Okinawa.

Drove down to flight line early and pre-flighted airplane and stowed baggage. Transient maintenance is gross. Not enough supervision by higher ranked airmen. Mostly airmen second types on line. Some are willing but do

6 not have experience. Had to brief troops on chute installation, start procedures and had to button up airplane.

Takeoff at 09:10. Flew along South coast and spotted beach where I went swimming on Tuesday past. Flight back was uneventful. Ate breakfast over Korean straits: milk and two rolls. Made TACAN approach at Kunsan, went down to Kwang-Ju for a GCA and returned to Kunsan for full stop, a little low on fuel (600 pounds). Briefed Colonel Calvert on Kadena at 1400 hours and talked with Major Shouse at 5th AF (FUCHU) about 15:30 hours by phone.

Briefed him on operation, told him how screwed up it was and that I would send him some correspondence on the situation.

The Okinawa Episode is a story in itself!

Friday, 11 October First day back from Kadena.

Flew 091 on a functional check flight, written up for poor lateral-directional stability. Briefed with pilot and he stated that stores were symmetrical. QC and maintenance said that type one pylon installed. Aircraft had poor slat rig and directional trim.

Went to Suwon in F-100F with Al Strasser to pick up an 842, which made emergency landing there due to engine oil failure. Left Kunsan at 15:00 hours.

Arrived Suwon 16:30 hours. 842 was not ready; having problems with high EGT and high RPM. Turned around F and went back. Strasser flew front seat. Made TACAN approach to Kunsan (lousy) and shot two GCA’s (not too bad). Got one plus 30 nighttime.

Arranged to take Cranmer's cross-country this weekend.

Saturday, 12 October Nice day, high thin cirrus; haze and fog in valleys.

Departed Kunsan for Kwang-Ju at 09:30 with Roy Reagan. Shot low level (Koon-Ni) and did some basic aerobatics and close formation work. Shot TACAN and low approach at Kwang-Ju, gave lead to Roy who shot GCA to full stop. Not bad formation landing.

Transient maintenance did not know how to turn around an F-100. Had lunch at Kwang-Ju; stood in line army style but chow was good. Ate in officers dining hall (tent). Went back to line. Met Colonel Williams (Niagara), Major Merkle (Niagara); instructed transient maintenance on installing drag chutes, starting procedures, etc. Dropped over to F-105 squadron and talked briefly with thud drivers. The weasel outfit pulls a two-month tour upon returning from SEA. Guys are not enthusiastic about it. 18th TFW rotates a unit every two weeks from Kadena. Not too bad.

Took off at 14:30 for Taegu. Same type of mission as previous. Roy led flight. Took South low level, terminated low level about 50 miles North of Taegu and did aerobatics and close formation work. Landed Taegu at 16:20.

Drag chute failure. Incredible confusion on parking. F-4C outfit did not want us in their area, so aircraft were towed to transient area. Nobody in Transient

7 Maintenance knew anything about F-100’s; F-4C duty officer picked us up and drove us to quarters. Not bad for 20 cents/night. Took in a gross sex and sadism flick entitled, “Kiss the Girls and Make Them Die.” Dropped in the club and bull-shitted with Don, Noah, Ron, and Bill (Flight Surgeon F-4C). Few beers and off to bed. Club entertainment was typical.

Young Korean types with electric guitars turned full volume.

Sunday, 13 October th

Friday the 13 on Sunday. Beautiful day at Taegu. Arose at 08:30; ate leisurely breakfast at the club and went down the line to check the birds. Had not yet been serviced. Briefed transient maintenance how to fuel aircraft and install chute. Pitot boom collar lock had been dorked up by clumsy handling.

Had to disassemble lock assembly, straighten it out, dress down with file and reassemble. Worked okay. Had to jury rig Roy’s tailskid. He broke it on landing yesterday. Hit the BAK-9 cable. Safety wired skid in down position and pulled tailskid circuit breaker.

Took off at 12:05 and picked up low level leg. Terminated low-level 50 miles North of Taegu and worked on close formation rolls. Turbulence was present and made maneuver more difficult. However, we worked it out to my satisfaction. Went back to Taegu and demonstrated slow formation roll over the active! Good!

Flew back to Kunsan, Roy leading. Picked up a GCA to a full stop.

Formation wing landing was good. Both chutes worked – Hooray! (I installed both chutes).

Debriefed Roy and went up to quarters. Put on sweatsuit and jock and ran mile. Tough; hadn’t run for a couple of days.

Showered. Water is on because General is on base. Noted his pretty white, silver bird with blue piping when taxiing in. General McGee, Commander of 5th AF, I believe.

Monday, 14 October Becoming an Ace Day began at 05:30. Briefed for a dart mission at 07:30. Scheduled takeoff at 09:05. Weather was 12,000 overcast with 3,000 scattered.

Flight was Kelly, Cranmer, Bertrand, and I. Terrell was tow. Takeoff and join-up was good. Flight did 360 to right and picked up tow that had turned outbound left. Terrell plugged in afterburner to climb through overcast.

Advised him to wait for flight. Came out of afterburner; flight was not quite joined up when tow entered overcast. Bad show.

FOIL 12 was closing rapidly on sight check and came close to lead. FOIL 13 and 14 also came close to tow. Pattern was not too bad. Roy was always out too far, Bertrand was aggressive but not too smooth, Kelly was in good position but did not hit. I hit on pegged sight on third pass. Lost sight of tow after firing completed. Damm it! My old eyes are not as good as they once used to be. No excuse!

8 Finished writing (almost) my critique of corrosion control facility at Kadena.

Picked up functional check flight at 16:15 start engine. Takeoff at 16:45.

Did 180 and pounced F-105 flight buzzing Kunsan. Popped afterburner and closed and passed off left wing of number two. Number three called me out, and lead said, “Oh, rats, we’ve been had.” They scattered and we re-engaged.

Hacked them very nicely in their pod formation. Wish I had film. I’m sure I alienated Colonel Forney on the pass. Might get grounded for a bit. Kunsan tower congratulated me on becoming an Ace (three kills)!

Turned out that my timing was excellent! The 127th had just terminated their pilots meeting at which the topic was: There shall be no fly-bys over the home drome and use of afterburner in the traffic pattern is absolutely a no-no.

The troops were just pouring out the front door of Operations when the three thuds whizzed by at 550 knots with me in hot pursuit, banging in the afterburner at 600 knots! How’s that for Timing?!

Tuesday, 15 October No repercussions on my activities last evening!

Got a call from Director of Maintenance’s (DM) office that 5th AF was awaiting my letter. Good! Let them get concerned.

Flew functional check flight on aircraft 842 for engine change. 842 had been put down at Suwon by Ron Williams due to oil leak. A fitting on angle drive broke, leaked out all but five quarts of oil. Decided to change engines, which was wise.

Aircraft had engine RPM over 2% over data plate, low EPR, EGT on peg.

Not good; rejected airplane.

Flew functional check flight on 934 also for engine change. The previous engine had seized (N2 compressor) following my return flight from Kadena.

Noted engine RPM to be approx. 3% over data plate, and increasing with altitude up to 20,000 feet. Noted other minor discrepancies. Afterburner, surprisingly enough, worked okay.

Under Secretary of the Air Force, Townsend Hooped, arrived at 08:20.

What in the hell for, I don’t know.

5th Air force Inspection Team also arrived today.

Wednesday, 16 October Lots of activity today. Good weather; starting to get cold. In the 50’s now.

Flew a functional check flight on 790 for yaw damp actuator replacement.

Full service plus tanks. Took off, turned on damper and the damned thing didn’t work. “Yaw damp off” light came on when system engaged. Flew low level to South, jumped up to 24,000 East of Taegu for TACAN penetration, low approach and GCA. GCA was bad as usual. Overshot on final. Picked up Koon-Ni low level back to Kunsan.

Flew functional check flight on 934. Engine had been retrimmed (.02 inches down). Had discussion with Sergeant Burgoon on the overspeed bit.

9 Engine speed was okay this time and functioned normally with altitude.

Afterburner, however, did not operate properly above 30,000 feet Flew another functional check flight on 790. This time the yaw damper worked. Took a tour of the Southwestern offshore islands at sunset. Beautiful; primordial.

Got invited to 127th happening. Bill Littlefield, 127th TFS Commander, pulled off a spirited party, starting off with retreat/fly-by and followed up by party at club; private party (sectioned off part of club dining room) with wine and fillet. Had presentations, speech by Colonel Forney, movie by Jack Cook, and flight slide presentation by Bill.

Ron Williams and I were both honored by being presented with 2,000-hour plaques (in F-100).

Thursday, 17 October No flying activity today due to lack of Pt7 gages to trim engines.

Cold, blustery day with wind out of the North.

Inspection team had critique today. I arrived late just as they were concluding session.

Friday, 18 October Beautiful autumn day. Haze and fog in morning (early) cleared off by early morn and was ceiling and visibility okay (CAVOK) all day.

No flying activity today due to lack of Pt7 trim gages.

Assimilated data on past five weeks of functional check flight activity for pending report.

Cleaned out files, correspondence, etc. Very exciting.

Saturday, 19 October Sniveled my way into a cross-country this weekend. Lieutenant Fletcher cancelled. Flew with Dick Bertrand who was to go to Taegu to make arrangements for the visit of the New Mexico A.G. to Taegu from Kunsan.

Flew a low level to Osan, Dick leading. Osan had all approach facilities out except TACAN and Osan approach was inundated with TACAN penetrations.

Flew one TACAN. Broken out by Approach Control about five miles on final due to conflicting traffic. Recovered VFR and found that we were not too welcome since prior-permission-only traffic is authorized. Talked to Don Meyer at Base Operations. He’s up to his ears in visiting dignitaries. Had a one star and three star in this morning. There exists an incredible amount of brass touring about. They must not have much to do. Took off for Taegu at 16:15.

Had to wait on F-4’s who were being exercised and had scheduled takeoff times to meet.

Flew another low level. Terminated North of Taegu and ran through some in-trail aerobatics. Made TACAN approach to Taegu (weather penetration about 2000 feet) with low approach. Requested GCA and Dick was given lead.

His slaved gyro was 90° off so he did not fly proper heading. This confused Korean controller. I told Dick to request gyro out, but controller did not appear

10 to be certain of our whereabouts. I took lead, cancelled GCA and recovered VFR runway 31. Landing OK; transient parked us at East end of runway with two 166th TFS birds. Put my airplane to bed and instructed airman Huey how to service aircraft.

Got billeted and visited club, then cleaned up and ate. Took in incredibly lousy show (Shakiest Gun in the West) and had to leave after about 45 minutes of this trivia.

Sunday, 20 October Arose at 0730 to a beautiful autumn day. Breakfasted at the Taegu club with Joel Martin and Colonel Anderson. Went down to the line at 0915 and, as expected, transient maintenance had not installed our chutes. Did not know how and had wrong chute for Dick's airplane. I installed chutes and jury-rigged Dick's chute.

Took off at 1030 and flew south low level on a scenic tour. It was most beautiful. The Korean countryside is picking up the many-hued spectrum of autumn. I felt a great satisfaction at being a single seat pilot. What a wonderful latitude the fighter provides to embrace the pleasant sights of the autumn countryside: up and down mountains, threading through valleys, skimming the coastline and jousting with the stratocumulus. I envy no man who does not fly!

Terminated the tour 25 miles south of Kunsan and flew in trail and, giving Dick the lead, close formation acrobatics. Dick was a little rough on roll rates but improved rapidly with each execution.

Recovered Kunsan. Dick had a streamer. My installation worked but the chute was not packed properly.

Hung around for a functional check flight on 114. Flew out okay except deceleration fuel flow cut back to 500 PPH. Was a beautiful evening. Ron Williams took off ahead of me on another functional check flight and shadowed me on my profile. He slipped out to my 10 o'clock while I went through my minimum control speed check at 30,000 feet. I cleaned up gear, popped afterburner and maneuvered to his six o'clock. We went round and round for a bit and then flew some close formation aero. Was beautiful. Ron is very smooth. Recovered with 1000 pounds. Good landing.

Went to the club. Saw General Ed Fry who had arrived Saturday with General Nickell and party. The General rang the gong a couple of times and lots of booze was to be had.

Monday, 21 October Flew functional check flight for slab actuator replacement on aircraft 935.

Flew out okay. Had three discrepancies.

Attended a briefing with Colonel Chardi. He wanted to know about the fire in 761 and the flight control problem in 842. I asked him about supply support for afterburners. It would appear that people are finally getting concerned. A big flap arose concerning whether or not 752 should be functional flight checked for an afterburner fuel regulator replacement. Most people got into the act and

11 Turner could not get satisfaction from FMS on whose decision it was to functional check flight the airplane, so he took his case to Colonel Chardi.

Chardi called me at 1500 hours and said that he would support my recommendation on this matter. I stated that a functional check flight should be flown on an afterburner fuel regulator change.

I ran this up the flagpole at the 1500 meeting and it generated some comment. Gene disagreed with this procedure. However, his big aim is to force the Chief of Maintenance to make a decision. This is the source of most of our problems.

Still having engine trim problems. It seems as though no one is really sure what to do with the trim gage.

Wednesday, 23 October Cool damp morning, calm and misty-clear skies.

Flew aircraft 934 (127th) on functional check flight for afterburner write up following engine change. This was the third functional check flight on same engine. Noted same discrepancy of RPM jump after airborne and RPM over 3% over data plate. Peaked at 8,000 feet; ran 350 knot climb and recorded data up to 20,000 feet; same RPM schedule. Wrote up engine again and discussed it with Sergeant Burgoon, who took this information to the Colonel for a decision.

Got into a bit of a flap about what to do with a 127th aircraft that needed a taxi check. I briefed Jim to defuel tanks and cool guns. Word got garbled later on and nobody knew what to do. Finally got a functional check flight on the aircraft. Williams flew it. Gene Turner wanted an operational check on it since the malfunction had not been discovered and he was wary of a 793 repeat. Got called into the Colonel's office just prior to leaping off in aircraft 114. Sergeant Burgoon and Gene were there and the Colonel called us together in an attempt to solve the engine problem on aircraft 934.

Turner and Burgoon disagreed with my contention that the engine speed up from takeoff to approximately 15-20 thousand feet was abnormal. I pointed out that such was an abnormality in my experience and that I had more experience in the performance of engines at altitude than they. I told the Colonel that the trend of engine behavior was not good and that this particular engine was not acceptable to me and that he had to make a decision in this matter.

Aircraft 114 flew out okay. Engine was marginal in EGT and I requested that it be down trimmed.

Flew with a lousy head cold but was careful in my descent.

Thursday, 24 October Cold, damp morning. Light rain. Got a good case of sinusitis.

Ate breakfast with the Colonel Turner and asked if he had made any decision on the engine in 934. He said that he had not.

Went to the dispensary at 1010 to see Doc Rathbun. Gave me some pills for relieving congestion. Appear to be working fine. No decision yet as to how the aircraft would be configured for functional check flight due to afterburner

12 fuel regulator change. Didn't fly today - 035 might have made it for functional check flight at 1630 but I cancelled functional check flight activity for today.

Brought up Colonel Forney's boom bending in aircraft 108. The boom was bent approximately 5o but the decision was made not to check the casting at the fitting since Colonel Forney had said that the disconnect was not "hard". The criteria used by the dash six manual is the word "hard". If it's "hard" you check the structure, if it is not, you obviously do not check. Simple. Regardless of whether or not you bend the structure!

The DM was called down to Itazuke by 5th AF. Colonel Carson from 5th is there today. Hope he stirs up something or someone.

The Generals are all due in or back tomorrow (General Fry and Nickell went to Osan and Seoul) and all troops are urged to be on their best behavior.

Friday, 25 October Catch 22!

Cool, damp morning. Light rain. Morning flying cancelled on account of weather.

Caught up on correspondence and reading, did more research on aircraft records for my report.

Got a call from DM's office to come up and brief him on aircraft 934 and flying functional check flight on afterburner fuel regulators. Gave the DM the particulars and told him where the basic problem was; lack of supply support for afterburner assemblies.

Calvert, Chardi and I discussed 934 and the DM wanted to release 934 and "keep an eye on it." Negative said I. Either can the engine or give it a clean slate. Told him that I would like to get together with Burgoon and stick a new fuel control in the engine. Burgoon said one had been installed previously but my research showed that it had not. Got together with Burgie and checked records and he could not find any record of installation, so I told him to install a fuel control and I'd fly another functional check flight. I am confident that it will solve the problem.

Briefed my QC troops on the situation at 1600 hours. Had to tell Dan to put up his letter. He seemed affronted.

We were briefed by Colonel Calvert that the visiting dignitaries rated Kunsan, as next to last on the "beautiful base" program -they didn't like the nonstandard tents and shabby lawns. Planning a big fly-by for the vacationing Generals. Supposed to be done tomorrow but postponed till Monday. They must have found something good up at Seoul, with gross Maintenance Support severely compromising our maintenance capability-in turn directly affecting the safety and execution of our mission-these vacationing Generals are concerned about tents and lawns! Catch 22!

Saturday, 26 October Pleasant morning, mild with scattered to broken stratocumulus drifting in from over the Yellow Sea.

13 I ate breakfast at the chow hall at 07:00, one over easy, S.O.S. and corn flakes.

Prepared for functional check flight on 035 for afterburner slow light.

Maintenance had replaced 18 cylinders, ENC valve, and afterburner fuel control valve. Pre-flight and start okay, #2 Flight Control System did not check out on pressure drop in system. Ground abort. Jumped into 761, functional check flight for engine change. This was a zero time engine from depot. Ran very cool. Took data to support my contention of proper RPM scheduling with altitude. Afterburner worked, as it should. Released aircraft.

Talked to “C" flight Maintenance Chief, Jim Hughes, at breakfast. He had been working all night on the bird and was hopeful of a good flight. He was in good spirits, abetted by a recent snort or two. 035 was ready when I finished with 761. Systems checked out okay and flight was uneventful. Ran some climb checks on RPM, EGT & F/F at 0, 5, 10, 15, 20, & 25 thousand feet.

Landing was fair. Had a crosswind-about 50° -and flew sideslip approach.

Landing was smooth and on the upwind gear but too far down-about 700-800 feet.

Ate early dinner at pad C chow hall- skipped lunch- and came back to barracks.

Ran mile in seven minutes. Legs feel pretty good. Will have to start stepping out.

Read paper, magazines, and attended to writing chores.

As election draws near, I am overcome with fear. The nation has no choice with HHH, Tricky Dick & George. Nixon will win, but George will pull a large vote that will no doubt give some permanence to his splinter party.

Sunday, 27 October Slept in this AM. Called maintenance control to see if 934 was ready. Engine did not check out yesterday, was running over data plate speed. This confirmed my suspicions that the engine was not right. (See Friday, 25 October.) Engine shop decided to send this engine to ltazuke and to install another engine in 934.

Ran this morning and also this evening. Legs were stiff. Felt brittle.

Finished up report on engine/ afterburner problems.

Monday, 28 October Pleasant fall day, scattered to broken cumulus at about 3500 feet. No functional check flights today.

Flew 057 to Itazuke this afternoon, takeoff at 1543. Noted aircraft was nearly ready to go to Itazuke after lunch and talked to Gib who said it would be ready shortly. Maintenance Control (MC) called 127th on this and Jerry Nelson called me shortly thereafter about flying the bird down to Itazuke.

Roger. Flight planned, packed and filed out. Went to dispatch where I picked up airborne order from Tim Hatfield. Colonel Railey was there and got hacked off because he was unaware as to what was going on. I told him that I had no intention of usurping his authority.

14 Flight was via Taegu, Miho, and Iwakuni, Itazuke.

Broke out on top at about 5,000 feet into a bright, clear afternoon sky.

Picked up a good 80 knot tailwind and throttled back to about 86.5%. Saved about 1200 pounds of fuel.

The Korean straits were spotted with the blotches of shade projected from the cloud above.

Off to the south, the Japanese islands brooded under the canopy of cloud generated by onshore flow. Hiroshima stood out six miles below sharply defined in the bias relief of the late afternoon sun. One cannot look at that town without some philosophical thought.

Penetrated the cumulus 35 nautical miles east of Itazuke - it was about 5,000 feet thick and very bumpy. Got a hold of Itazuke APC for an enroute descent to a GCA low approach.

Itazuke was sparkling with the setting sun bouncing off the newly formed rain puddles on the runway. Very picturesque. The Generals had visited Kunsan today.

Tuesday, 29 October Beautiful morning at ltazuke.

Warm, with clear skies, slight bit of haze hanging in the valleys. Checked out of BOQ. Went down to line and checked out the operation, visited the engine shop and discussed afterburner/engine problems with Kloxin, Clum and Pinkerton.

No C-130 today so I spent full day at Itazuke.

Club was dead. Went to bed early. Read a few chapters of Lord Jim. Wednesday, 30 October Another beautiful morning at Itazuke. Clear and warm with slight haze.

Finally got booked on a C-124 for a 1200 shape up. Aircraft did not depart until 1430.

Such an ugly airplane.

Arrived at Kunsan approximately 1605. Pleasant weather at Kunsan about 3-5,000 feet scattered, clear along the west coast.

General McConnell in for a visit today. Had departed prior to our arrival.

Friday, 01 November Night Owl. (Night air to ground, by the light of flares) Managed to get myself on the schedule for Night Owl. Last flight of the night on Friday night. Takeoff scheduled for 2125 with range time of 2200 to 2230.

Was notified by Colonel Calvert that I was to go to Kadena tomorrow to functional check flight F-100D, 797. The 5th AF had coordinated a Monday takeoff for the two “D” models outbound for McClellan AFB. These airplanes were about six weeks late and 5th AF was getting nervous. I was scheduled for a 7:30 takeoff in the “F” model with Major Jim Milligan of the 166th who was, along with Gary Heartsill, scheduled to fly the two D’s stateside. I pointed out

15 to the colonel that I would have to have orders and that the great monolithic system should be put in gear now if I was to have my orders by tomorrow morning.

A clear moonlight night, with some low altitude haze, presented itself at takeoff time. The nearly simultaneous thud of ABE 71 and ABE 72’s afterburners could be both heard and felt within the metal and glass womb of the cockpit, preceded by an intense eruption of flame into a many faceted, perfectly formed tongue of white flame that was now the tails of ABE 71 and ABE 72.

Eight seconds later I, ABE 73, snapped the throttle outboard, jumped off the brakes and intently pursued these bright twin tails. The join-up was good, in a lazy 360° turn that pointed us at Koon-Ni, 70 nautical miles north. The light of the flares could be easily seen. A flight of three F-4’s was orbiting; awaiting their turn while another flight of three F-4’s was working the range. The three flares were no match for the overwhelming brooding blackness that is the night sky, but together, back-to-back they bravely contested the infinite pallor of darkness and actually succeed in illuminating the target.

The night is both infinite and nothing. You call “three in, hot skip” and plunge into that void, fixing your night eyes on that orange point floating – or is it fixed? – in that infinity of black or is it nothingness? You see that orange point but you really do not, for where is it? Is it a point like a pin prick on a black shade drawn over a lighted window before your very eyes or is it fixed on the ground three thousand feet below-or is it a star?

The three flares burst at ten o’clock high and your problem is solved; the immediate brilliance suffuses into the one-dimensional darkness, yielding two more dimensions.

The ground! Now I can see the ground and water. The orange point is fixed to a little earth mound island, which in turn is fixed to the Koon-Ni mud flats. The sight reticle dances disembodied about that orange point now fixed. I steady this dance with stick and rudder and the reticle is now creeping up on the orange point. Airspeed! – 400 knots. The orange point atop the earth mound looms out of the spectral flare haze. Steady! Altimeter! – unwinding through 500 feet. Reticle passing through the orange point. Pickle!

Pull! 4 G’s.

The orange point and earth mound flash under the nose as the G-suit grasps and squeezes the legs and pushes in the belly.

“Three is off.”

Back into the one-dimensional blackness.

On the gages! Right turn.

Check for one and two.

Cross check the gages! 350 knots on downwind; 3500 feet.

“150 feet at 4 o’clock, number three.”

“Roger, thank you.” I am disappointed; I should have scored better. Get your head out and concentrate on the next pass. You pickled a tad too soon.

Press! – hang in there on the next one. Don’t be afraid of the dark, you’re a big boy now.

“Three off, last pass. Switches off, sight caged.”

16 I pursue the twin lights that are ABE 71 and 72. These disembodied lights suddenly reveal substance and I dump speed brakes, pull throttle to idle and cross under to the outside. Throttle forward, brakes up and I’m on ABE 71’s left wing back to Kunsan.

GCA recovery at Kunsan. Kunsan has a power failure and the runway lights are out! Emergency runway lights are illuminated on the first half of runway 35, right side.

ABE 72 is dropped off on the first GCA and I note a burst of sparks swirl out from under the tail pipe and sweep up into the wingtip vortices.

“ABE 72, I believe you got a tail skid.”

“Roger,” is the mournful acknowledgement from Jerry Nelson.

Chased ABE 71 on the next GCA. The lights were on now, excepting the first half of the runway. FALCON 1 (Colonel Forney, Wing Commander) was at the approach end with his staff car and had its headlamps on the runway threshold. This was more hindrance than help now that the approach lights were back on.

“ABE 71, long and hot,” said FALCON 1.

“ABE 73 on the go, would like GCA to a full stop.”

“Roger ABE 72, turn right heading 140°, climb to three thousand five hundred.”

Eleven thirty. It’s been a long day. The nocturnal haze was setting in the east of the field. 1400 pounds of fuel.

The wing commander will be watching at ring side so I’d better do well. I exercised my “g” suit and moved around as much as a strapped and cramped person can move around and prepared for final approach.

“On glide path, on course.”

The night air was calm and the airplane was trimmed well.

“Thirty feet below glide path.”

The approach lights sprang up in the night haze and flashed under the nose.

Airspeed 180 knots.

There’s FALCON 1. Hi, FALCON 1.

Throttle eased back.

Ease back on the stick. The landing lights stab into the black between the barely perceptible emergency runway lights and the find the runway. The runway is coming up to meet me at an alarming rate. Ease back on the stick!

160 knots. Ease back on the stick!

The main gear finds the runway with a jolt. 155 knots; good! Lower the nose – easy now. Drag chute out! Brakes. Beautiful!

Saturday, 02 November Up at six o’clock. Eat breakfast at pad C dining hall and drive down to base operations to get weather and file out. File to Kadena via Taegu, Itazuke, Kagoshima, Kadena. Weather is reported good enroute and at destination.

Pick up Heartsill and Milligan at the club at 0730 and drop them off at Squadron Operations. Takeoff planned for 0830. Went to pick up orders at 0800 at orderly room and, as expected, were not ready. Encountered the usual

17 apathy; nobody was really sure just exactly where they were or when they would be ready. Couldn’t locate anybody-finally contacted Major Wolford at D M’s office and asked if he would get the system in gear. Finally got orders about 0830. Drove down to the line, hopped in the back seat of 897 and away we went. Takeoff at 0900.

Arrival radar was out at Kadena. Requested TACAN 2 runway 05 approach and gave “Bonnie” estimate at 47. Okinawa countered with “cleared to TACAN-ILS number three approach, runway 5. Altimeter 30.30, winds 050 at 10 gusting to 15. Report leaving Flight Level 200, request “Linda” initial approach fix estimate, over.”

Where the hell is “Linda”? A frantic search through the letdown plates finally revealed Linda and I turned to intercept 270 and submitted Linda estimate. While turning to outbound leg I noted the airspeed dropping off to 220 knots. This couldn’t be possible. I push the throttle to full mil and ask for airspeed check from Jim up front. 235 said he.

“ABE 03, airspeed check.”

“Three six oh,” said ABE 03 in Oklahomaese.

“Say again?”

“Three six oh.”

“Roger, understand three six zero.” You have the lead-my airspeed indicator is dorked up.”

ABE 03 resumed the approach nicely and we executed a full-stop GCA with a formation landing. Heartsill had been experiencing radio transmitter difficulties previously. Fortunately, his arc-34 was now working. I was not received at the Kadena Air America corrosion control facility with any display of affection whatsoever with the exception of Sergeants Bidwell, Franks and Hendrick.

I blew the whistle on the operation a month earlier and had requested both the contractor and the Air Force quality assurance team read the letter. They had.

Drove over to the 18th TFW at about 1430 to brief with their functional check flight department. Sergeant Bidwell had contacted that facility earlier and they stated that they would be eagerly awaiting our arrival. They had told Bidwell that briefing on local procedures was mandatory prior to any such activity on our part. Upon arriving at 18th TFW HQ, we found no one in sight.

It turned out that they had cancelled functional check flight activity for the day and had gone home.

Back across the base again. Finally, took off on my functional check flight at 1615. The local rain showers had dissipated and the weather was beautiful although slightly hazy up to 15,000 feet. The first leg was 300° right into the haze-diffused glare of the setting sun. No horizon was perceptible. I felt suspended in an iridescent hazy blue void and had to go on gages. Except for a nervous oil pressure gage, the flight went well and all systems checked okay.

The overall good condition of the airplane was a tribute to the competence of Bidwell and Franks.

Circuited the island. The northeastern shore is spectacular.

To order this book, contact Bonnie Johnson Merkel and Edwin Merkel at merkelairplane@onemain.com