Reassigned

I pulled into the parking lot of Jittery Joe’s coffee shop in Watkinsville, Georgia, and looked around the almost empty parking lot. I was meeting Bob Bolton at the iconic coffee shop to review and select photographs for our upcoming book, U.S. Air Force Tactical Missiles – 1949-1969 – The Pioneers. Bob had driven over from Lawrenceville and was waiting for me in the coffee shop. My wife and I drove up from Port Charlotte, Florida, and were staying with our daughter just outside Athens, Georgia.

While sorting through a double-table spread with photographs of Matador and Mace missiles for possible inclusion in our book, we came across a photograph taken of a TM-61C Matador at Wheelus Air Base in Libya. The photograph, taken in 1955, showed a Matador being prepared for launch in the Libyan desert during Operation Suntan, part of the Annual Missile Launch Operation in North Africa. The AMLO, as it was known, was an annual launch exercise attended by all the active US Air Force tactical missile launch squadrons in Germany. This particular missile was from the 1st Pilotless Bomber Squadron at Bitburg Air Base, Germany. One of the comments written on the photo identified the officer seen on the far left side of the photograph as 1st Lt. John Gibbs. Bob and I decided to use the photograph in the book. 

A year or so later, after the book was published, I got an unidentified telephone call. I rarely accept unknown cellphone calls, but for some reason, I took this one. It was John Gibbs. His name rang a bell but I couldn’t remember why.

Wheelus Air Base Libya, AMLO 1955. TM-61C Matador -  Lt John Gibbs is on the far left

“Hey, George, I’m a former missileman and found out about this group called TAC Missileers Association. I found your telephone number and decided to find out what this is all about.”

“What this is all about,” I answered without realizing who I was talking to, “Is documenting our place in Air Force history, and the guy you need to talk to is our membership director, Max Butler. We’d love to have you join us.”

It didn’t take long for John to join the TAC Missileers Association and almost immediately catch Max’s ear about an Air Force tactical missile he found in central Florida that was looking for a new home. John drove by the American Legion post in Wildwood, Florida, not far from an area known as The Villages, and saw a weather-worn, CGM-13B Mace missile on display in front of the American Legion Post 18. He stopped to see if the Legion post would be interested in a historical presentation about their Mace missile.

CGM-13B (TM-76B) Mace missile on display at the American Legion, Wildwood, Florida  1997

To the contrary, the American Legion post membership had already voted to remove the Mace. Several post members had issues with paying the liability insurance required by the National Museum of US Air Force, owners and trustees of all Air Force vehicles on loan for display. The CGM-13B - originally known as a TM-76B, known simply to those who were assigned to her as the “B” bird - was moved from its duty station at the Tactical Missile School at Orlando Air Force Base, some fifty miles south, to the Wildwood American Legion post when the 4504th Missile Training Wing at Orlando AFB inactivated in 1966. The Air Force Museum at Wright Patterson Air Force Base in Dayton, Ohio, already has a pristine CGM-13B that served combat duty in Okinawa in its static display and did not have a new home for the old Wildwood Mace. They hadn’t yet decided where to relocate the missile. 

A1C Bob Bolton, 887th Tactical Missile Squadron,  with a MGM-13A (TM-76A) Mace with at Grünstadt, Germany - Summer of 1965

A1C Bob Bolton, 887th Tactical Missile Squadron, 

with a MGM-13A (TM-76A) Mace with at Grünstadt, Germany - Summer of 1965

Bob Bolton - TAC Missileers Association

CGM-13B (TM-76B) serial number 59-4871, manufactured by The Glenn L. Martin Co., Baltimore, MD, was accepted by the U.S. Air Force in December, 1960, and sent to the Tactical Missile Combat School at Orlando Air Force Base. The Tactical Missile School was operated by the 4504th Missile Training Wing, Ninth Air Force, Tactical Air Command. The school was inactivated in 1966, concurrent with the phase-out of the “A” version of the Mace, the ground-hugging ATRAN – Automatic Terrain Recognition and Navigation – model that comprised most of the 38th Tactical Missile Wing in Germany.

 All “B” Bird missile training classes were then reassigned to the 3415th Training Wing at Lowry AFB, Colorado, until the inertially-guided Mace “B” was removed from the operational inventory in 1969. The “B” Bird, renumbered several times until finally designated the CGM-13B, remained on duty in Germany, reassigned to the 36th Tactical Fighter Wing at Bitburg and with the 498th Tactical Missile Group at Kadena, Okinawa. The forlorn school Mace from the inactive 4504th MTW had been on stand-by in the middle of Florida ever since the school closed. It was simply awaiting further orders. With Max Butler in the loop, a request for a Permanent Change of Station began processing.

CGM-13B Mace On Duty with the 71st Tactical Missile  Squadron, Bitburg, Germany - 1960's
USAFE Photo from Wayne Douglas

Frank Roales, a volunteer for a new military museum project in Vincennes, Indiana, and a contributor to our book - his specialty was the Air Force MM-1 Terracruzer transporter – previously contacted Max Butler looking for any available Mace or Matador missiles the TAC Missileers Association may have known about. It didn’t take long for Max, Frank, and John to mix and match the need of both the American legion post and the fledgling Vincennes museum. The mayor of Vincennes, Indiana, officially requested approval from the Air Force Museum to display the missile at the new Indiana Military Museum project. The Museum agreed and the project was in motion. All that was needed was the method and money. Again, Max Butler and the TAC Missileers were at the forefront.

Bob Bolton, editor of the TAC Missileers newsletter, published a request about the upcoming project and caught the attention of Jerry Brenner, a former nuclear weapons mechanic on the Mace. Jerry contacted the Commander of the Indiana Air National Guard’s 181st Intelligence Wing, in Terre Haute, Indiana, asking for assistance with the move. Jerry sent photographs and documentation from past missile moves, including a photograph of the Mace missile in Wildwood. It wasn’t long before Jerry received a telephone call from 1st Lt. Randi Brown, Wing Executive Staff Officer, 181st Intelligence Wing, asking how they could help. Jerry gave her Max’s telephone number and the project began to take shape. Lieutenant Brown coordinated the Air Force/ANG side of the 840 mile project with Max Butler and provided the truck transportation and two drivers. All Max Butler had to do was figure out how to make it work. And when. We needed some serious planning.

Bob called me in February, 2010, asking if I could meet him in Wildwood, almost in the dead-center of Florida. The association was having an on-site planning and measurement session – Max called it a scope meeting – for the up-coming move. “Great,” I thought. Probably my last chance to see a missile I worked on for eight years. “I’ll see you there!”

The last operational CGM-13B Mace Missiles were taken out of combat service in October, 1969, from Kadena Air Base, Okinawa. The 71st Tactical Missile Squadron, my unit, had inactivated in Germany on April 30th, some six months earlier. The Mace continued in service for several years as target drones fired from Eglin AFB as target practice for the Air Defense Command at Tyndall AFB. One gained international notoriety when it continued to fly down-range, crossing over Cuba despite being raked by cannon fire and being hit by at least one air to air missile in the Gulf of Mexico gunnery range. It crashed somewhere on the other side of Cuba after running out of fuel.

Most of the combat unit personnel had moved on by then. Many of our peers migrated to Strategic Air Command Titan or Minuteman launch or maintenance crews by that time, but, after eight years of tactical missiles, I separated from the Air Force for civilian life.

​March 15th, 2010 – Scope Day

I headed out of Port Charlotte early enough to drive the two and a half hours and still be there well before everyone else was due to show up. I should have known better, I was the last one to arrive and I was an hour early! Bob had driven down from Atlanta and other members of the association had come from as far away as Jacksonville. Max was staying an hour or so away and acted as if it were in his backyard. A tall gentleman watched from the edge of activity, and when all of us who knew each other were finished with our cordialities, walked over and introduced himself. It was John Gibbs. He was the First Lieutenant in our Wheelus photograph and the catalyst in moving the Mace missile to its new home. John was a former member of the First Pilotless Bomber Squadron at Bitburg Air Base, Germany, the very first operational missile squadron in the United States Air Force. John was a pleasure to meet and his knowledge of early missile operations in Europe was fascinating.

How big is a Mace missile? How much does it weigh? Nobody knew, or more correctly, no one remembered. It had been fifty years since the last time I worked on one and I wasn’t alone. We measured, photographed, videoed, measured again, and measured serial number 59-4871 yet a third time. The J-33 jet engine had been removed as had almost every other piece of ancillary hardware. Everything except for the network of impact fuses still mounted to the inside of the nose cone. The small, innocuous, static, piezoelectric generators that, crushed all at the same time, created enough current to detonate the High Explosive trigger that was absolutely the last way to detonate the Mark 28, 1.2 Megaton thermonuclear warhead, were still in place. The small, plastic-appearing gizmos were no hazard of any kind. The minuscule voltage each one created during its one time, destructive activation, was like having a rack of double “A” batteries that only worked once mounted in the front of the missile. This training missile had never mounted a live warhead.

Then it was time to count the money. The TAC Missileers Association would pay the estimated $2500 for crane service and insurance and the 181st Intelligence Wing, Indiana ANG, supplied the transportation. The rest was volunteer effort. Max penciled in April 14th, just a month away, as M-day and we were committed to the move.

We started collecting and disseminating information on a daily basis. Request for copies of old Air Force Technical Orders brought a wealth of information and soon Max and Roger St. Germain began the tedious, time consuming task of designing and building precision wooden cradles, exactly fifty-four inches in diameter, to be mounted to a yet unseen Air Force flat-bed trailer, that would secure the missile during its eight hundred, forty mile trip to its new home. It was decided the removed wings would be mounted either under or alongside the fuselage. The horizontal stabilizer would be removed from the vertical stabilizer due to its width and the two would be strapped together with the wings. It sounded good in theory, at least.

​

April 14th 2010 – Move Day

Most of the license plates parked under the old Spanish Moss-draped Live Oak trees at American Legion Post 18 that beautiful, sunny morning were from counties all over the state of Florida, but plates from Georgia and North Carolina were there as well. Luckily, we had a pretty good spread of Air Force Specialty Codes, or skill sets represented but we did have one problem: we had no Engine or Airframe mechanics among us. None of us had ever taken a Mace apart before. The youngest one of us Missileers gathered for the project was sixty-eight years old. We figured we could still do the job, it just might take a little longer than planned.

Undeterred, we stuck bookmarks in our dog-eared Technical Orders and started on our work plan. While we had many launch crew members, several guidance technicians and test equipment specialists, many trained only on the older Matador, only Max and myself were Flight Controls and were familiar with the wing layout. Max was a TM-61C Matador troop, he had never seen a Mace before. I told him, “No problem, Max, the wings come off the same way.” That proved to be an almost correct statement. Step one however, was to mount the custom wooden cradles to the US Air Force flat bed trailer, driven down from Terre Haute, Indiana, by T/Sgt Stacey Snow and T/Sgt William Curtis. Stacey and William listened carefully to Max describe our plans, then they both smiled and said, “Sounds good, let’s do it!”

While Max and his group finagled the shipping cradles into position on the flat-bed trailer, another team laid out sand bags on the lawn where they wanted the crane operator to place the missile once it was cut free from its secure pedestal. The pedestal turned out to be a facade, simply bricks arranged around a steel frame with two vertical steel rods mounted to the frame that thrust upwards through the missile’s belly. The missile was also tethered to the pedestal with a cable attached to the nose and a second cable securely attached to the tail.

George Mindling - TAC Missileers Association

The crane moved carefully into position alongside the missile to start the removal process. Robert Pyne and Billy Graham from Graham’s Trucking mounted huge lifting straps fore and aft on the silver, forty-four foot long fuselage. Billy signaled to the crane operator and the missile gently lifted just enough to take weight off the stand. Cutting the cables and steel bars was our first step in freeing the missile. After the second cable was severed, Billy again signaled the crane operator. Everyone held their breath as the crane engine revved up and 59-4871 gently lifted free of its home for the last forty-four years.

Max Butler - TAC Missleers Association

With guy ropes tied to the nose and tail – and a myriad of attentive supervisors scattered safely outside the work zone – the Mace was slowly swung over the sandbags and gently lowered to the ground. Stepladders appeared from somewhere and we were soon walking along the top of the missile as if it were fifty years ago. Waves of nostalgia overtook all of us during that first few minutes, bringing back memories of scampering up and down the alert-ready missiles in their angled launch bays. In our late sixties and seventies, we were no longer a scampering crowd.

There were five or six of us standing on the wings and fuselage as Max started removing the large, Phillips-head screws that mounted the crown panel over the wing mounts. The first three panel mounting screws, untouched in four decades, protested but slowly broke loose and were removed. The fourth screw proved to be a foreboding of things to come: it was frozen solidly in place. It wasn’t one of the original Phillips head screws, but some odd screw someone used simply because they thought it fit. After bathing the stubborn screw in every known kind of penetrating lubricant and many varied attempts at removing the balky screw, it was finally cut out with a small sledge hammer and a cold chisel. Max knocked it loose almost an hour after we started. He sat back on the wing and looked around, sweat dripping from his forehead. “I’m getting too old for this high tech stuff,” he said.

Robert Pyne, Graham Trucking on the wrench with Russ Reston, George Mindling, and Max Butler

During the Scope meeting a month earlier, Bob mentioned to me there was a slight difference between the left and right wing. One wing had the track in the root section used to mount primercord, a linear, rope-type explosive used by the “B” bird to separate the wings at dump to facilitate a supersonic terminal dive. I asked Bob if the “A” Bird, the model of Mace he had launch-crewed on in Germany, had tracks in the wing roots. “Nope,” he answered, we didn’t need to do a terminal dive, we were low altitude attack. So our missile, 59-4871, had one “A” bird wing and one “B” bird wing. Bob laughed and said, “Well, it is what it is. Besides, there’s one more thing, the trailing tip of the “B” bird wing is bent.”

Again, nostalgia swept over me. I was there with Bob Harkins and Leonard Estrada in our B-Bird flight controls class when a fork lift sped out of our checkout hanger with his lift raised. The driver looked over his shoulder, but not up. He had raised the lift high enough to solidly catch the low-hanging wing-tip of the incredibly strong, honey-comb cathedral wing. The missile shuddered with the impact that slam-lifted the back of the forklift off the ground. but the damage to the missile was minimal. Only a few inches of the trailing edge of the wing were deformed. If it had been an operational bird, the wing would have been depot repaired, but apparently there was no urgent need to repair the training missile. That accident was sometime during the summer of 1961, and here I sat, in 2010, looking at the distinct, bent up wing, mesmerized as if I were in high school. I felt a sudden fondness for this old, weather-worn bird.

Bruce Hynds and Roger St. Germain - TAC Missileers Association

We eventually dismounted the wings with close coordination with everyone involved, safety being our utmost concern, but it wasn’t easy. The huge, shoulder mounting bolts were as corroded as the ones on the access panel. We had help from Graham Trucking which loaned us not only the use of their professional truck and crane tools, but their muscle as well. We never would have made it without their assistance and the five or six cans of penetrating lubricants they expended removing the bolts. Removing the missile shoulder bolts proved to be a hard, tedious time consuming task.

Mounting the removed wings on the trailer proved to be another challenge. Max had mounted the fuselage cradles so the separated wings would easily slide onto the back of the trailer. With a wing span of only twenty-two feet, it was naively assumed the length of an individual wing wouldn’t exceed eleven feet. Wingspan does not translate to wing length, as we did not consider the swept length of the wings, only the distance from tip to tip when mounted. We were off by over a foot and a half on each wing. After quick, emergency consultations with Stacey and William, who by now were known to everyone by their nicknames, Gunny and Snowman, the two front cradles on the truck bed were relocated far enough apart to slip the wings in between them. A few sand bags under the wings for shock absorption and we were in business.

Russ Reston - TAC Missileers Association

The last task, removing the vertical stabilizer was almost a show stopper. Lindsey Cosby of Graham Trucking arrived with more tools including the biggest ratchet wrench I have ever seen. The wrench, mated with a six-foot long, iron handle extension and manhandled by Pyne and Graham, two of the strongest men there, slowly, painstakingly, brought forth a metallic squeak as the first bolt finally broke loose. Removing the remaining bolts was as time consuming and nerve wracking as the first one. By the time the crane was ready to attach to the stabilizer almost an hour later, tension among all the onlookers was at its highest for the day. The crane gently lifted the stabilizer, but it didn’t budge. It was still firmly attached to the missile. It took several, intense moments of frantic work to pry it loose from the fuselage, but when it finally lifted free, you could feel the wave of jubilation sweep over the onlookers. That was the last major mechanical task before loading the fuselage on the waiting flat bed trailer. After setting the stabilizer on the ground, the crane swung back to pick up the missile. Everyone silently watched as the missile slowly, almost gracefully lifted off the sand bags. This time she was being finally loaded for its trip to its new home.

Both Max and Roger are union certified master carpenters, and no one expected problems lowering the missile into the cradles, but the missile didn’t fit. No one said a word as Max and Roger glanced at each other. The perfectly round fuselage simply would not slide into the first cradle. The crane operator lifted the bird up several inches and waited for instructions. Max leaned over and inspected a thin strip of felt that had been added to the rim of the cradles to prevent possible scarring. Max carefully pulled out the strip of felt and the crane lowered the missile perfectly and firmly into all three, perfectly radiused, hand-made 54.00 inch wide cradles.

Max directed the strapping of the missile, then waited as I struggled with another group to separate the vertical and horizontal stabilizers. The two had to be separated to avoid the extra-width the stabilizer gave the trailer load. To get permission from four states to haul an over-wide load was out of the question, so the two units had to be separated. Again, after careful analysis, Max found if we turned the stabilizer assembly a certain way, it would fit laterally on the trailer in front of the missile and we wouldn’t have to separate the two stabilizers.

The whole assembly strapped in securely and we all stood back for one last look at the Mace, almost defiantly displaying US Air Force boldly emblazoned on its side even though its wings had obviously been clipped. The moment for most of us was a somber one. Our tool bags would be put away with our memories.

After photographs were taken and we double checked everything on our lists, we all watched in the late afternoon sun as the flatbed pulled carefully onto Highway 44, headed for nearby I-75 with our weather-worn icon strapped securely to it. I’m sure there were more than a few startled motorists on the Interstate as 59-4871 headed north through the Smoky Mountains toward its new home. I have no doubts the question, “What is that? A rocket?” was uttered more than once.

Somewhere in the process, the old bird picked up a new name. When she arrived at Vincennes she would be known as “Miss L.” But before “Miss L” could once again go proudly on display, she needed a makeover. One that was forty-four years overdue.​

T/Sgt Stacey Snow and T/Sgt William Curtis.
181st Intelligence Wing, Indiana Air National Guard

​Post Script

TAC Missileer Association member Jerry Brenner, volunteer at the Indiana Military Museum, met Gunny and Snowman as they crossed the Ohio River into Indiana on Interstate 69. Brenner, who followed the missile for several miles, was amazed at the surprised reactions of motorists who drove past the old missile being transported to her new home. He was at the motel the following morning after the final overnight stop as a family came out of the motel restaurant. They were startled to see the missile they had passed on the way to the hotel parked at the side of the lot. They asked if they could get close to it and Jerry told them, “Sure, take all the photos you want.”

The last leg to Vincennes was uneventful and the Mace was met at the museum by workers and volunteers who gave a round of applause as the newly named “Miss L” slowly pulled in. After being lifted off the trailer, the Mace sat outside covered with tarps to protect the openings while everything else was stored under a shed for most of the year while planning and funding took place. Photographs were taken and sent to the Air Force Museum to show that the missile was secured and covered from the weather. The next year and a half were an exercise in patience and hard work.

The Indiana Military Museum was granted $2,280 for the acquisition of decals and detail work from the Association of Air Force Missileers, an organization for all former United States Air Force Missileers, or anyone with an interest in past or current USAF missile and space systems, and another $1000 donation from the TAC Missileers Association. The hard work was done mainly by the volunteers, headed by Frank Roales who helped start the original project.

The next year saw the damaged air intake plenum chamber and the bent wing tip repaired, as well as the missing parts from the stabilizer being fabricated. The entire missile was prepared for new paint which included the removal of the old decals.

According to Jerry Brenner, ”The decals that were on the missile were removed by using a one inch wood chisel and the main part of the missile was done with palm and hand sanders. Many hours were put in during the summer when the humidity was higher than the temperature and we are talking about 100+ degrees. The tail assembly was sand blasted as it was made of cast aluminum.”

Frank Roales designed the support that holds the missile at its launch angle of 17 degrees and the custom-built structure was fabricated by J and J welding of Mt. Vernon, Indiana. The support posts were donated by local supporters of the museum, including an unnamed oil company. The Air Force Armament Museum in Destin, Florida, supplied the information about decals which were made by a company in Vincennes. Some of the larger decals on the wings were made by hand and painted on. The missile was slowly, painstakingly reassembled. Finally, in May, 2012, the wings and the stabilizer were attached. Frank made covers for the plenum chamber intake and made a plate to cover the tail pipe opening.

A crane from a local company was brought in to raise the assembled missile on to the pedestal. There was excitement as the reassembled missile was slowly lifted up for all to see. Motorists stopped and stood beside the road outside the museum to see the Mace as it was lowered to it’s new, permanent cradle. Once the missile was lowered, brackets were attached to the missile to secure it in place and a large bolt was attached to hold down the tail of the missile.

The Mace was spray painted from nose cone to tailpipe, and in June, 2012, Frank, Max and Jerry got together to apply the final decals.

In October, 2012, a dedication ceremony was held at the Indiana Military Museum to officially make the Mace-B a part of the museum.

The CGM-13B greets visitors to the museum, standing in front of the museum, not in “Hot-Hold” as its colleagues in Germany and Okinawa did for almost ten years, but as a tribute to the Missileers who lovingly moved it and restored it, and to the Air Force Museum, the Indiana Military Museum, the 181st Intelligence Wing of the Indiana Air National Guard and to the Association of Air Force Missileers and the TAC Missileers Association, who all together, made its reassignment possible.

Max Butler, Frank Roales, and Jerry Brenner - TAC Missileers Association

Original member of the 1st PBS, John Gibbs, visits the U.S. Air Force Space and Missile Museum at Cape Canaveral Air Force Station, FL, 2014. An original XB-61 Matador is in the background.

Post Script: 

"Here is the origin of “Miss L” It actually came about after the bird reached The Indiana Military Museum. Jerry Brenner and I had been working on cleaning,striping and repairing the bird for a few months when he had to go to the hospital for a heart problem and of course he couldn’t return right away after his release, After a number of weeks of this I sent him an e-mail asking him how he was doing and in jest told him to hurry back for the “Miss L” was missing him…..the name stuck." 

Frank Roales

All photos made possible from the TAC Missileers Association

Indiana Military Museum - https://indymilitary.com/

TAC Missileers Association - https://www.tacmissileers.org/

Association of Air Force Missileers - https://www.afmissileers.org

38th TMW 1958 - 1966 - http://www.mace-b.com/38TMW/

MGM-13A Mace on alert duty, 405th Tactical Missile Squadron, Kirschburg, Germany, 1965

Our World: Smaller and Smaller

 

Three of us in one vehicle meant breaking my own COVID-19 guidelines, but I was in this all the way and I wanted to see the project wrap up. We were going to move a MiG-21 fighter jet - left over from the Polish Air Force – from southwest Florida to the Indiana Military Museum in Vincennes, Indiana. 

Vladimir was far more fastidious than I anticipated. I didn’t want to ride with him and Steve to Lakeland, Florida, some two hours away, but Vlad not only had on his face-mask, but also had anti-bacterial hand cleaner and hand wipes on the console of his immaculate, new Toyota pickup truck. The fresh, crisp protective paper mat on the floor of the backseat had never been trampled by anyone’s shoes.

Steve's first encounter with a MiG-21

Steve and I made the same trip a week earlier, but due to several interesting mis-communications, our project stalled and had to be rescheduled. Vladimir was coming along because Steve strapped a discarded ejection seat handle we found on the ground on our first trip to a lawn chair for his Ukrainian neighbor as a joke. The handle instructions were of course written in Russian, and immediately brought tears to Vlad’s eyes. Vlad had been a mechanic on this very type of airplane fifty years ago, when as a young man, he had served in the Soviet Air Force. When he found out we were headed back a second visit, Vlad had to go with us. 

Technically, we were assisting Max Butler, a volunteer for the Indiana Military Museum, lift a sixty year old Soviet-era fighter out of a storage yard and strap it to a trailer. Max arranged for a crane and a flat-bed trailer to do the real work, we were going to assist as much as possible although I’m sure the professional movers needed no supervision. 

A refurbished MiG-21 on display at Draken International Headquarters  

Max had called me weeks earlier and asked if I could meet him at Draken International, an aviation firm that supplies contract military services from rebuilding and re-certifying ex-military aircraft to actually flying training missions for the US military. Draken was donating one of their old MiG-21 fighters located at the Lakeland airport to the Indiana Military Museum. All the museum had to do was come get the airplane. Max had as long a trip to Lakeland as I did, but from the other direction as he drove down from Eustis.

This wasn’t our first move for the Indiana Military Museum. We worked together ten years ago to move a CGM-13B Mace missile that required us to actually disassemble the missile.

 https://piddlepaddler.blogspot.com/2020/11/reassigned.html 

Our tool bags weren’t required this time as the MiG already had the wings and tail section mounted on shipping frames. That was fine with me, being in my late seventies, I no longer turn wrenches if I don’t have to. Max, even though older than me, was as thorough as always and made wooden back-up frames and brackets for the trailer in case they were needed. I was really there for moral support. Almost like old times, except this time we were in the middle of the COVID-19 pandemic.

I was apprehensive about the trip at first, but with the proper precautions, it would be a break from the cabin-fever of the last six months of seclusion. My wife had reservations also, but she was as happy to have a day to herself as well. It is a small world indeed, as a friend we had known in Germany – also in the late sixties – asked if I could take her husband along when she heard about my trip. Her husband, Steve, would have much preferred a fishing trip, but this was an opportunity for him to spend time doing something completely new. He enthusiastically joined me for the pre-dawn trip through central Florida.

The author, face mask in hand, and with the MiG 21 headed to the Indiana Military Museum

The first day’s project turned out to be an eight-hour bust. While I was like a kid in a candy shop taking photographs of old fighter planes, it turned out – after lifting the airplane and tailpipe onto the trailer, - the trailer was too small and everything had to be unloaded. We needed a different trailer. Steve, at first in awe of the collection of twenty one MiG-21 fighters stacked uniformly in the fenced parking lot, was soon picking up fragments of broken panels and levers written in Russian as souvenirs for his Ukrainian neighbor. His eyes lit up when he found the ejection seat handle. He knew exactly where it was going to get taped! 

Max was left with rescheduling the crane and ensuring the trucking company would bring an appropriate trailer as Steve and I headed south in the mid-afternoon heat of Florida in early September. I doubted I would return as there wasn’t anything to do but observe as the professionals did all the real work, but that was before Steve taped the handle to Vlad’s lawn chair.

Max Butler asking "Where are my movers?"

When Max called with the new pick-up schedule, I asked if I could bring along a third party, a former MiG mechanic. Max was thrilled we would have someone who could translate the stencils and panels.

“Yes!” he said. “Bring him along!”

Steve listens as Vlad describes an electronic component

Vlad’s translation duties involved in depth conversations with not only Max, but also with Diego, the young engineer with Draken who knew the aircraft as well as Vlad! The painted stencils on the fuselage were written in Polish, but the manufacturing tags and interior markings were written in Russian. Vlad never removed his mask as he answered questions and climbed around his old airplane in the warm morning sun.

We weren’t the only people picking up MiGs that morning. The US military purchased the majority of the remaining airplanes to be used as target practice and there were two trucks in front of us as we waited for our movers to arrive. While Vlad soon lost himself in the maze of airplanes, we all began chatting among ourselves about the coincidence of having a actual Russian Air Force MiG mechanic with us. One of the other drivers said, “Hey, wait a minute…” and walked briskly away.

He returned shortly with an older, muscular looking man, also about our age. “Where’s the Russian?” he asked.

We called Vladimir over and the two greeted each other cautiously, first in English, then in Ukranian. The other truck driver, who had just pulled in from Jacksonville, three hundred miles away, was also Ukrainian.

They were guarded at first, but both got louder and more excited. They were soon laughing and actually glowing. Vlad and the truck driver were from the same neighborhood in the Ukraine. They had common schools and teachers and both knew storekeepers. They had grown up about three miles apart! Vlad and his new friend talked on the far side of the lot for over an hour, the driver missing his time slot to pick up the wings for his airplane. We used it to load ours. When they finally returned, the driver laughed and said, “Vladimir, I can longer talk to you! You cost me too much money!”

Vladimir talked the entire trip home. The truck driver was the first person from his area he met here since he slipped out of Ukrain just before the Soviet Union collapsed in 1990. The truck driver it turned out, left in 1990 as the confusion of the times allowed him and his family to get out as well. He had not met anyone else from home either.

As I sat in the back seat watching Florida’s flat, green landscape roll past, I couldn’t help but wonder what Max will find to move next.

*******

PostScript- Assembled and cleaned, but not yet ready for display, the Indiana Military Museum prepares the Mig-21 for Public Display.  Stay Tuned

Noble Hammock - A Letter to My Daughter

Everglades National Park

To Monica

While cleaning out boxes of old photos and I came across these. I didn't know if my daughter had copies of the photos, or remembered the trip, so I put it in writing.

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The Noble Hammock canoe trail-marker was difficult to see as we drove toward Flamingo on the two-lane road from the main entrance. We did a three-point u-turn after we passed it, came back and parked on the shoulder of Flamingo Highway. Dean and I carried the canoe the short distance to the short, flimsy, wooden dock that stuck into the mass of indistinguishable, seemingly impenetrable mangroves. We really didn’t know what to expect as we launched our old fourteen foot, fiberglass canoe just a few feet from the side of the road.

My brother, Dean, sat in the front, you sat on a cushion in the middle, and I sat in the stern, each of us with a paddle. You were nine or ten years old and had the short, emergency paddle. It was too short to push us through the sloughs when we were in the shallow parts, but you helped paddle when we had deeper water. We were in shallow water a lot as it hadn’t rained in quite a while. The trail was so shallow in parts we almost turned around, but we pushed the canoe through the mud with our paddles and made it further and further into the mangrove jungle.

The mangrove hammocks lay scattered in a saw-grass prairie, and the canoe trail connecting the hammocks was marked with PVC pipes and a few wooden markers. As soon as we were out of earshot of the highway, there was no other reference to where we were. It turned out to be a monotonous, boring paddle and we were getting tired of shoving the paddles into the mud to push us along most of the trail. While the water was deeper in and around the hammocks, we could hear the mud and saw grass crunch along the bottom of the canoe as we pushed along the shallow parts. We certainly weren’t paddling between the hammocks.

You and Dean shoving off from Noble Hammock

Somewhere along the trail, after we were all tired and looking forward to completing the seemingly endless trail when I hit something hard on the bottom with my paddle. You turned to look back just as I leaned into the paddle with all my might, trying to get as much pressure as possible on what I thought was a rock or a log, when the object I was pushing on objected wildly and erupted four of five feet into the air right alongside the canoe.

You saw the alligator spin vertically in mid-air and fall back into the water. All I saw was its white underbelly as I lurched unexpectedly forward, looking backward over my shoulder trying to hold on to my paddle as the alligator twisted and fell away from us. Dean jerked around to look just as it crashed heavily back into the murky water. The canoe rocked from the swell then slowly returned to the almost boring silence and tranquility of before. We all sat stunned by the surrealistic event that had just happened. I don’t remember all the comments we made but I know you got to hear words you weren’t familiar with.

And you wonder why I think Disney World is boring.

Key Man

One late, miserable night while Jim Eby and I struggled with the newly installed 2740 terminal at the Dade County jail booking desk, two plain-clothes Miami Beach detectives brought in a hooker they picked up who, it turned out, happened to be a man.

Working the booking desk was among the worst working conditions I have ever worked. While it was mounted in a large circular pedestal in the middle of a huge room, the space inside the circle was cramped and serviced several booking stations at once. It was kind of like going to a bank where the service counter is curved around one teller. It was as bad as the tower at Homestead AFB, which, besides the drive-through at Wendy’s, was the service call I most dreaded. No space to work, impossible for any diagnostics and noisy beyond belief. With constant interruptions, telephone calls and people always reaching over the counter or throwing books or paperwork, it was worse than any product planner sitting in a sterile cubicle could possibly imagine. Two CE’s could not work together without pushing a deputy out of the way. Using an oscilloscope was impossible. A real zoo.

For those of you who think television shows accurately display police stations, you are wrong. Miami’s booking desk at the Dade County jail in the evening was more like Best Buy on Black Friday. On weekends it was even worse. There were at least seven holding cells along one long wall, always filled with noisy, usually malicious, often drunk members of society who you wouldn’t invite into your house. One cell was used for female prisoners who were transported to the women’s facility. The prisoners would get rowdy at times and they would incur the wrath of the real commander of the booking desk: The Key Man!

The Key Man carried a ring of cell keys that must have weighed ten pounds. He would walk along the cells, chatting with repeat offenders many of the jail staff knew by name and generally maintaining a semblance of order.

As Jim and I waited for the two detectives to move out of the way, the jail commander, Lieutenant Armstrong walked up and picked up their booking sheet.

“Key Man! Where’s the guy the Beach just brought in?”

“What guy?” said the Key Man, a big, strong African American who looked like he should play football for the Miami Dolphins. He walked over and said, “They didn’t bring in any guy.”

The two cops looked at each other in disbelief. We could see the panic in their eyes.

Lt. Armstrong straightened up and said, “Show me where you put the prisoner they brought in.”

The three of them followed the Key Man to the cell being used for the women prisoners. There were at least ten women in the cell.

The Key Man looked around the cell, even standing on his tip-toes as he tried to get a good view of the people in the cell. The women weren’t helping, doing their best to block his view.

“There,” he said, finally pointing to the wall bench in the back. “The one in the red dress.”

Working at the jail was never boring.

Stick Shift

 The day started like most others, except this morning I didn’t have to drive to my first call. I met Larry in the office parking garage in Coral Gables, just outside Miami. I didn’t even go inside the office. Larry asked if I could help diagnose a cantankerous communications controller in Key West, and he would drive the one hundred and sixty-five miles down to the end of US Highway One. All I had to do was sit and watch as our world transitioned from urban, glass ensconced canyons of corporate America to the dream world of white beaches and blue water that beckoned sun-starved visitors from all over the world. I didn’t even take my own tool case. I already had visions of a great pasta dinner at Mangia Mangia. Larry and his pristine, gloss-red Datsun 240Z, were famous across south Florida, from autocrosses and gymkhanas to concours d'elegance auto shows. If there was a display of Datsun sport cars, Larry’s car was sure to be there. I wouldn’t have turned down his request to ride to the Florida keys for love nor money. Well, maybe love.

Larry's other Z Car:  an IMSA GTU 240Z 

“You know, we’re not going to be alone down there today,” as he pulled into his favorite breakfast stop in Layton in the middle of Long Key two hours or so later. “Jimmy T. is doing a customer call down here with one of his guys, so maybe we can all meet for lunch or dinner.”

I called dispatch in Atlanta to find out if anybody else was headed for the Florida Keys. There were two other dispatches to the keys for different products. It would be impossible for one person to service the entire spectrum of IBM products and systems, so two specifically trained techs – not usually assigned to the keys – were enroute to both Islamorada and Marathon. An unusual day as the Florida Keys simply did not have that much IBM inventory. The whole Keys territory had one man assigned for typewriters and copiers, and another for everything else. We all decided to meet at Whale Harbor, in Islamorada, about half way back to the mainland, after we all wrapped up our calls. Mangia Mangia in Key West would have to wait for another day. So would lunch, as it turned out. A typical day with no lunch. It could have been snowing outside and we wouldn’t have noticed. When we finally wrapped up, it was late in the afternoon.

As we walked to Larry’s car at Boca Chica Naval Air Station, Stickshift tossed me the keys. I gave Larry that nickname back when we first met. It has stuck with him ever since. Larry knew I was also a sports car addict and had a German National Competition License while I was stationed in Germany. I raced amateur events and had done hill climbs with my Triumph GT-6. The chance to drive the famous, super-tuned Z-car the seventy-five miles from Boca Chica to Islamorada was a chance I wasn’t going to pass up. I adjusted the seat and the mirrors and the seat belts, and played cautiously with the gear shift. The engine fired up on the first touch of the key, and I glanced at Larry.

“Let me know if I do anything wrong,” I said.

“You’ll be the first to know if I bust your ass!” He laughed.

It didn’t take long to get the feel of the car. The steering was razor sharp and the handling was as balanced as it could be. Not only was it fast and stuck to the road as if it were on rails, but it had fantastic brakes to boot. I’ve driven powerful cars I wasn’t comfortable with, but Larry’s Z was perfect for me. This was a driver’s car. The first time I heeled and toed the car down through the gears, Larry laughed. “Can’t help yourself, can you?” He asked.

It came as naturally as breathing. It was that kind of car. I took it across the Bahia Honda Bridge without going under 110. It was absolutely at peace with the road. I came up on the back of a bright red TR-6 who thought he was speeding just we approached the Seven-Mile bridge. I came up on him quickly, he was probably doing 80 or so, but he had a tendency to use too much of the road for my taste, so I waited for him to make eye contact in his rear-view mirror before I passed him. His look of amazement as we went by was worth the trip. He was the only other car we saw for several miles, but I cooled it a little going across the iconic Seven Mile bridge. No speeding through Marathon, although maybe a little testy with a few of the locals. Back on the throttle headed toward Long Key.

I pulled into the parking lot of the restaurant next to Jimmy T’s unmistakable, mustard-yellow 240 Z and reluctantly shut off the ignition. “I thank you sir,” I said as I handed Larry the keys.

“No problem, man, it was a fun ride,” he answered. “You know what you said to the guy in the Triumph?”

“Uh, no, was I rude?” I answered.

“You told him to crap or get off the pot!” he laughed. “The dude was in lala land, he had no idea we where there!”

We had drinks and the neckties were soon stuffed into pant’s pockets. Al, one of the other Miami CE's on call in the keys, pulled in about twenty minutes later and we ordered dinner. We were the last customers in the restaurant when we finally paid our tabs and slowly headed toward the parking lot. There had been a lot of teasing and taunting between Larry and Jimmy T while we drank and told car stories, especially about the ride up from Key West. Jimmy T’s 240 Z was pretty much stock, but he loved to rib Larry about how much Larry treasured his immaculate automobile. As we walked through the parking lot, I felt a curious air between the two Z-car owners. I knew this was serious. This was going to be a race.

Jimmy T pulled out first, and it was obvious he was just as serious as Larry was. The first ten miles back through Tavernier were cat and mouse, but Jimmy T was on his toes. He wouldn’t let Larry in front of him. Nothing Larry tried worked. Jimmy T kept his Z-car just far enough in front to maintain his advantage all the way to Key Largo where the highway opened up to a four lane, divided highway. Larry decided to back off and let Jimmy get comfortable. Larry drove as fast as he dared in the 55 mile per hour speed zone. For those who have never driven this stretch, it is one of the most highly monitored sections of the Keys. He was barely over the speed limit, trying not to draw attention as we kept inching toward Jimmy T’s odd colored sports car, cruising in the right lane of US Highway One just barely in front of us. It was a sweet, beautiful Florida night, and one of the few times the four-lane divided highway through Key Largo was empty of traffic. No one out after Midnight during the week. We had the Overseas Highway to ourselves.

The last several miles of monotonous, almost hypnotic driving along the dark, empty divided highway of north Key Largo seduced Jimmy T. He occasionally glanced at his passenger. I joked to Larry they weren’t talking about cars. We were approaching the gentle, left hand turn where the two lanes of northbound US 1 in Key Largo merge into a single lane, headed toward the drawbridge over Jewfish creek. Larry didn’t want to alert Jimmy T he was positioning for our one and only chance to pass him. If we were too early, he could have easily beat us to the apex of the curve. The gentle left curve, besides being a merge lane, also starts the beginning of a double yellow line that runs uninterrupted for the next several miles. A beautiful, empty road, late at night with perfect weather and visibility, and a once in a lifetime challenge. Nobody but us. How long will it take to get from Jewfish Creek to Florida City?

Jimmy T looked to his right toward the old Card Sound Round as we passed under the last traffic signal for the next twenty miles and I yelled “Go!" Larry downshifted to third gear and jammed the accelerator to the floor. The red Datsun 240 Z howled, and snapped my head back in the passenger’s seat. We screamed past Jimmy T, apexing the curve perfectly. Timing is everything and it was a perfect pass. There was no way short of Florida Highway Patrol intervention would Larry lift his right foot. Larry slammed into 4th, then 5th gear and I watched the speedometer hit 120 as we screamed across Lake Surprise headed toward the drawbridge over Jewfish creek. He did slow down a little as we rocketed across the metal grating on the bridge. Jimmy T was right on our rear bumper.

The first curve after the Jewfish Creek bridge was a super fast, left hand sweeper and Jimmy T’s headlights faded further and further behind. Larry lifted a little for the right-hander as we skirted Black Water Sound headed toward the bend just before the County Line Marina. Jimmy T’s headlights were immediately glaring in our fastback’s rear window. Once we were past the Marina entrance it was time to roll, and we did. Except for the Thiokol drawbridge. Larry considered the effect the metal grating would have, so he slowed down to 80 or 85 as we sped over it.

The last chance Jimmy T had to pass us was just after the bridge where the highway opened up to what was known as a suicide street, one of those wicked, three lane abominations that were designed to kill people, but the only thing in sight was the distant glare of Florida City on the horizon. Larry never lifted his foot again. The six cylinder engine was mechanical perfection. The sound of almost seven thousand RPM proved all was in harmony. Every time I looked at the Speedometer it was between 120 and 125. There were no other cars on the road. Not even one. Jimmy T faded further and further back. He wasn’t going to catch us.

We pulled into the Last Chance Saloon parking lot in Florida City just under ten minutes after we crossed the Jewfish Creek bridge. A touch over 19 miles for an average speed of a little over 115mph. We got the famous middle finger salute and a big grin from Jimmy T. His terrified passenger looked liked he had been embalmed.

Satire - We Don’t Sell That Here

I walked out of the store, frustrated yet once again. No matter where I went, the salespeople had no idea what I wanted. “Why would you want to put polish on your shoes?” was a common response. When I answered to make them shiny, most just stared at me, although one young woman actually laughed.

“Dude, you’re wearing running shoes. Why would you want them to be shiny?” She asked. I started to answer, but she had already tapped her phone so I simply turned and walked away.

Maybe that’s the reason most men in southwest Florida wear dress shoes that look like they were worn while cutting down invasive pepper trees or wrestling alligators. Men here simply don’t need shiny shoes. I noticed it from my first meeting with the business owners in Port Charlotte over twenty years ago. The men simply didn’t shine their shoes. I interfaced with the county government for a while as well, and noticed the same phenomena. From department heads to county commissioners, shoes were obviously not a conscious choice when dressing for work or meetings. Insurance agents, realtors, even the media people I met wore shoes that appeared to have never been shined. Weather forecasters and news anchors on television, anyone shown standing, wore shoes that looked like they had been worn for a long, long time.

I began to get self-conscious. I quit shining my dress shoes and began leaving them on the back porch in an attempt to “age” them so perhaps no one would notice I wasn’t from around here. It was a new, uncomfortable time for me, having been a fanatic for shined shoes ever since I had been a cadet in the Civil Air Patrol back when I was fifteen. I was a member of our squadron’s drill team, competing in National Drill Competition in New York City’s Rockefeller Plaza. Believe me, our shoes shined. They were “spit shined,” a lengthy, tedious process reminiscent of the “waxa on, waxa off” shtick from an adolescent karate movie. I would use all of my mother’s five-day deodorant pads to lock in the fantastic shine once I thought the mirror-glaze would pass inspection, a habit I kept through eight years of serving in the Air Force. I joined the business world after returning home, joining a company famous for its black, wing tip oxfords. My shoes fit right in until I finally retired and moved to Florida’s southwest coast.

The answer of course, was to wear walking shoes, made mostly of colored fabric with rubber soles. I decided once I quit wearing a tie, I would dress down permanently. “Casual Friday” would be my standard for years. But then, maybe my decision was subliminal actualization. Maybe, somehow, I instinctively knew they don’t sell shoe polish here.

My old, brown loafers will just have to wait until I find some of that strange stuff on Amazon. I hope it gets here before we go out of town.

Near nuclear launch - Response to the UN - Jan 2016

John Bordne United Nations Interview

Seconds to Stop the Final Countdown: the Cuba Missile Crisis in Okinawa

Side-event organized by the permanent Mission of Chile to the UN and the Mayors for Peace.¹

Analysis and Opinion

 George Mindling

“What counts is not what sounds plausible, not what we would like to believe, not what one or two witnesses claim, but only what is supported by hard evidence rigorously and skeptically examined. Extraordinary claims require extraordinary evidence.” 

-  Carl Sagan

On October 27^th, 2015, I received an e-mail from Glenn Jones, a former fellow member of the 1962 TM-76B Mace missile Installation, Checkout and Verification team at Bitburg Air Base, Germany. Glenn forwarded an opinion article published in the Bulletin of Atomic Scientists, dated 25 October 2015, titled “The Okinawa missiles of October” by Aaron Tovish.² While unfamiliar with the article itself, I was well acquainted with John Bordne's story. I first heard it while writing “U.S Air Force Tactical Missiles 1949 – 1969 The Pioneers” with Robert Bolton, of Lawrenceville, Georgia in 2006 and 2007. John Bordne and I communicated often about the TM-76B Mace in Okinawa during that time, not only for the book, but also for my web site about tactical missiles.

I read the article and was struck by several statements I felt weren't correct, or were incredibly exaggerated. Two days later, at the TAC Missileer Reunion in Orlando, I addressed the reunion attendees after the main dinner asking anyone for comments or information, especially veterans of Okinawa. While there were members of the 498^th Tactical Missile Group present, no one had heard the story, and many attendees gave it little credence. I wanted to know if perhaps I had been wrong in excluding the story from our book, or if I had been correct in my original assessment.

Charlie Simpson, Colonel, US Air Force (Retired) Executive Director, Association of Air Force Missileers, sent me an e-mail on November 17^th, 2015, asking if I had any knowledge about the same article as he had received inquiries from members of his organization. I answered Colonel Simpson;

“Neither Bob (Robert Bolton, Co-author, U.S. Air Force Tactical Missiles 1949 – 1969 The Pioneers) nor I could corroborate any part of the story while we were researching our book several years ago, nor could I find anyone to give it any credence whatsoever. I posted questions about it on the web site, but have had no comments. I mentioned it at our last TAC Missileers convention, which included many 498th TMG vets, and the response was the same. No one had heard about it before, and no one gave it any credibility after I mentioned it. While I wasn't there, I can't swear it didn't happen, but personally, I think it's a case of confused memory. Operation Sunset Lily was true, but this is a whole different tale.

I soon received an e-mail from Joe Perkins, Executive Director of the TAC Missileers Association, asking anyone with any knowledge or information about the Bordne story to contact Travis Tritten, a reporter for the Stars and Stripes in Washington, DC. Tritten asked the TAC Missileers Association for information about the Bordne story. After exchanging e-mails and a lengthy telephone conversation with Tritten, I gave him permission to use any photographs from my web site in the article he was writing about the Bordne story. I agreed to allow the use of any material on my web site as I deemed it in agreement with the intent of the original contributors. Several photographs submitted to me by other members of the 498^th TMG were used when the story entitled “Cold War Missileers Refute Okinawa Near-launch³“, was published on December 23, 2015.

My TAC Missile website, http://www.mace-b.com/38TMW/, originally based on the Air Force unit I was assigned to in Germany, has been open to the public since 1996 when I originally hosted it on AOL.com. [Over 617,000 page views, average 47 hits a day] It was moved to its own domain a little over 15 years ago, and has been popular with former missilemen and Air Force veterans ever since. As the site became popular, more and more people contributed stories and photographs to help keep our part of Air Force history alive. One of the early contributors, Robert Bolton of Lawrenceville, Georgia, - also a former Mace missile man – and I became good friends and eventually collaborated on a book based on our experiences with the web site and our personal experiences with the Mace missile system. The book, U.S. Air Force Tactical Missiles 1949 – 1969 The Pioneers, was published in 2008, and was developed from contributions from former missilemen from all aspects of the early cruise missiles.

John Bordne was also one of the other early contributors to the web site, and later the book.⁴ His descriptions of the early days on Okinawa in 1962 with the TM-76B Mace and the launch sites were an integral part of the early deployment story of the Mace B (TM-76B/CGM-13B.) All except one particular part: John maintained that they (the 498^th TMG) were at DEFCON 2 during the Cuban Missile crisis and came close to launching missiles during the tense confrontation. While not being able to explain to me what DEFCON 2 meant, his belief was that all of the sites on Okinawa were operational in October, 1962, were ordered to launch their missiles against their assigned targets, and therefore they were at DEFCON 1. I disagreed with his assumption of the DEFCON level, but John was adamant and would not budge. I had no choice but to not include Bordne's story in the book.

I responded to Aaron Tovish's article in December, 2015, on the Bulletin of Atomic Scientists web page:

“I read your article with great interest as I researched John Bordne's story in 2008 for inclusion in my book, U.S. Air Force Tactical Missiles 1949 – 1969 The Pioneers, co-authored with Robert Bolton. We included many of John's comments and photos in the book, but could not corroborate or verify his Cuban Missile Crisis story. In our book's acknowledgments, I thanked John Bordne for his many comments and contributions to the book, but as I also wrote, 'We thank the people who contributed stories and material for this book, much of it derived from or inspired by contributions to the web site. We have endeavored to verify each and every story, confirm or deny every rumor. Many stories were left on the table, but several could not be ignored.' The story about DEFCON 1 at Kadena was one of the stories we left on the table.”

“One basic reason for our exclusion of his story is the lack of proof PACAF went to DEFCON 2 at any time during the Cuban missile crisis. USAFE, under Gen Truman Landon, escalated to DEFCON 3 unbeknownst to NATO Commander, Gen Lauris Norstad, who had been authorized by the Joint Chiefs of Staff to escalate NATO forces at his discretion. Gen Norstad, after discussion with British Prime Minister McMillan, decided not to escalate from DEFCON 4 to DEFCON 3, although Gen Landon had received permission from direct Air Force channels as did all other Air Force combat commands. [Nuclear Weapons Safety – Scott Sagan-Leadership Involvement, pg 103]. The Strategic Air Command was the only U.S. force I found to advance to DEFCON 2, and stayed at that level until Nov 15th. Theater Commands such as USAFE and PACAF were not part of SAC and did not fall under that command. While part of the SIOP at the time, the TM-76B (CGM-13B) was a tactical missile, not a strategic weapon.”

I found no records from the 498th TMG, 313th Air Division, or 5th Air Force to show they escalated to DEFCON 2 during the Cuban Missile Crisis, and therefore did not support inclusion of John Bordne's story as a factual component of the book.

I decided to watch the Bordne interview to better understand Aaron Tovish's article. As I watched the video,⁵ I realized I was being forced into a position I had avoided for several years. I quickly began to suspect the purpose and overall integrity of the interview based on irregular, inappropriate, and quite frankly, erroneous statements Bordne made while explaining not only the background to his story, but his Air Force history as well. It appeared to be more theater than substance.

John Bordne and I trained concurrently, though separately, for basically the same system and skills early in our Air Force enlistments. While Bordne was Flight Controls, launch, I was Flight Controls, maintenance. I, too, was half-way through TM-76A Flight Controls class at the Lowry Technical Training Center in Denver, Colorado, early in 1961 when Leonard Estrada, Long Beach, California, and I were selected to move to the first TM-76B Flight Controls mechanic training for first term airmen. All previous TM-76B Flight Controls personnel, both career airmen and NCOs (Non-Commissioned Officers), were factory trained in Baltimore, Maryland, by Martin-Marietta.

Bordne and I were both students at the Combat Tactical Missile School, 4504^th Missile Training Wing, Orlando Air Force Base, Florida, during the second half of 1961 although Bordne stated he was assigned to Kadena in the summer of 1961 while I didn't finish training at Orlando until November of that year. Bordne trained as a launch crew member while I was trained in missile maintenance. One of my classmates, Leonard Estrada, and I were both slated for assignment to Kadena Air Base, Okinawa, after graduation, however, at the last moment – after our hold baggage containing our winter uniforms had been shipped to Kadena – our orders were changed and we were both given PCS (Permanent Change of Station) orders for Bitburg Air Base, Germany, to report in January, 1962. I remained in the Mace B program for eight years, serving through all of its numerical designation changes.⁶

I found the cumbersome, ill-recorded video of the October 28, 2015, John Bordne interview tedious to watch, so I converted it to the .mp3 audio format so I could listen to it conveniently. I deleted the first ten minutes of the recording – before the interview actually starts – and have listened to the entire John Bordne interview at least three times. I replayed parts of it many times while taking notes and insuring I understood what Bordne said. I had to research many of the comments, including those that were not necessarily germane to the Okinawa issue, as I knew many of them to be inaccurate Unfortunately, they are indicative of the relative accuracy of the overall interview. I began to question not only the information being presented by Mr. Bordne, but also the purpose of the interview as well.

Bordne's dramatic opening statement "It was hard to believe, that if we had to launch theses missiles, that we were in last minutes of our life, and that within days there would virtually no life left on the planet. I cannot explain the feeling that I had, It is something I only had once and haven't had since then. Bone chilling, numbing feeling" is expectedly as profound as the subject itself. The problems begin about a minute later when he says emphatically, "I did not want to be a missileer, in fact I wanted to fly. At Lackland, the Captain that gave us our assignments stated that we have you slated for missiles because I had taken some college as, in electrical engineering.”

At this point, I made my first replay to make sure I copied the text correctly. The statement is so fraught with basic procedural problems it had to be addressed.⁷ After listening to the entire interview, and reading Bordne's comments posted on the Bulletin of Atomic Scientist web page that contained the article, I realized the story had expanded beyond my initial reading of it some seven or so years ago. I had not heard the part about sending other launch crew members to the adjoining complex to possibly shoot the other launch crew, and had not heard the part about “cracking open” the massive launch bay doors. The first part is preposterous and the second part is impossible. If it had been an actual launch order, an EWO (Emergency War Order), any attempt to prevent a launch would have been considered an enemy action and met with defensive action, including gun fire if necessary, and secondly, the launch bay doors had to be partially open to even start the Mace-B J-33 jet engines as they are “air breathers,” not rockets as mistakenly reported recently by a Japanese news agency. To make the story even more implausible is the thought of raising or lowering the 100 ton launch doors manually.⁸

While I seriously doubt Bordne's personal intelligence knowledge of any Cuban refugees or of the 50 SAM sites in Cuba⁹ he mentions, I cannot prove he was not privy to highly sensitive intelligence data not usually disseminated to enlisted, non-related personnel (E-3's) in the field. I documented the "sabotage" event in Germany he wrote about in the comments section of the on-line article in my book as that is part of the official 38th TMW record. He mentioned the sabotage story to me in an e-mail in 2007 while I was writing the book, and the story was resolved when Robert Bolton and I uncovered the documents that showed the “sabotage” proved to be a contractor error at the worst possible time. As far as the “3 TM-76B sites that were “sabotaged” from the “Road to nowhere,” we only had two sites at Bitburg for a total of 16 launch bays, and we didn't go operational until 1964. Our first missile test insertion was at Rittersdorf, Site VII, still a raw site, in September, 1962¹⁰, the month prior to the Cuban Missile Crisis. While Bordne states these were comments made at a pre-shift briefing, the incorrect assertions simply don't lend credibility to the remainder of his story.

On December 6^th, I forwarded Bordne's story to Carlo Croce, a former Mace-B Launch Officer who also served at Kadena from May 1965 to Dec 1966, for clarification of procedures and duties. Carlo contributed much to my book from the 313^th Air Division history concerning Operation Sunset Lily, the planned launch of an inert Mace-B from Kadena during the Vietnam conflict, and has experience in other missile systems as well.

Carlo responded:

“We never received mid-shift codes (did get altitude potentiometer settings from 5th AF), and only Target Planning had info on the missile targets. The launch crews had no such information. Target coordinates were provided as data settings during count up and could not be changed without shutting the missiles down and counting back up. The alert crew had no control or knowledge of targets. So obviously there was no call-out of targets during launch.

We had no pouches and no launch keys. The launch key concept was a SAC Minuteman ICBM concept. We did have keys to the locked bookcase that contained the launch authenticator cards. These keys were handed over to the LO and Mech 1 during crew changeover.”

While Carlo disputes many of Bordne's comments, specifically about the presence of launch keys, I would recommend contacting Carlo for his full comments and opinions. Croce did not reinforce any of Bordne's assertions, and contradicted many of them.

My research continues on several statements, but the overall accuracy of John Bordne's interview is poor at best, terrible at worst, and therefore, to me, the overall reliability of his interview is in question. I doubt most of Mr. Bordne's comments could have been made to an audience of his peers without serious disapproval or disagreement. All of the facts are important here, not because they have direct bearing on the claim of an incident that could have launched a nuclear attack, but because they show a potential problem with Mr. Bordne homogenizing past memories into a blend he can express with one sentence, unfortunately with little or no accuracy.

SUMMARY

In my opinion, something out of the normal routine may have occurred during A2C John Bordne's duty shift that day in the launch complex at Kadena, however, I have come to the conclusion the event, as described by John Bordne, is undoubtedly enhanced and exaggerated, quite possibly by simply fading memories of fifty-four years ago. I will leave the reasoning for such enhancements to others.

Aaron Tovish has spent exhaustive hours developing his article and taken extreme care to place disclaimers about the validity of the information presented, but I think an intensive program to research all USAF records, specifically WRAMA (Warner Robins Air Material Area) to determine if PAL (Permissive Action Link) was installed on the PACAF systems as they were on USAFE weapons over a month prior to the Cuban Missile Crisis, should be undertaken before any organization supports the story as anything more than just an “opinion.”

Finally, and perhaps most important in understanding the combat readiness of all operational Mace tactical missiles, including all TM-76B/CGM13B missiles assigned to the 498^th Tactical Missile Group in PACAF, the 71^st Tactical Missile Squadron and all TM-76A/MGM13A missiles in the 38^th Tactical Missile Wing in USAFE, were continually assigned as QRA, or Quick Response Alert missiles – the equivalent of the Victor Alert status for fighter aircraft with nuclear response assignments, regardless of “DEFCON” status. The DEFCON level had no bearing on missile launch status or readiness condition with QRA responsibilities.

The Mace missile alert launch responsibilities did not change because of the Cuban Missile Crisis, or lessen when the crisis was resolved. John Bordne's contention that PACAF or the 498^th TMG status was raised to DEFCON 2 is not only incorrect, but immaterial as well. It only serves to confuse what may have actually happened.

George Mindling

January, 2016

Co-author “U.S Air Force Tactical Missiles 1949 – 1969 The Pioneers”

Owner and Webmaster http://www.mace-b.com/38TMW/

Port Charlotte, Florida

1 http://webtv.un.org/watch/seconds-to-stop-the-final-countdown-the-cuba-missile-crisis-in-okinawa/4584615881001

2 http://thebulletin.org/okinawa-missiles-october8826

3 http://www.stripes.com/news/special-reports/features/cold-war-missileers-refute-okinawa-near-launch-1.385439

4 US Air Force Tactical Missiles 1949-1969 The Pioneers pages 234 and 261

5 http://webtv.un.org/watch/seconds-to-stop-the-final-countdown-the-cuba-missile-crisis-in-okinawa/4584615881001

6 My original IC&V (Installation, Checkout and Verification) duties at Bitburg Air Base, Germany, included installing and testing all Flight Controls/Safety and Arming test equipment and support equipment in the Missile Support Area, and later working with cabling crews at both launch sites, 7 at Rittersdorf and site 8 at Idenheim. I worked under the Launch Control Center floor at both complexes at site 7, and pulled cables to both the LCSC and the LAGG consoles. Leonard Estrada and I, along with S/Sgt William Reeves and A1C John Cochran, not only tested and inspected the Flight Controls System, including the Heading Monitor System, in all TM-76B missiles and nose sections in the Missile Support Area, but performed all Safety and Arming checks on each warhead section mounted on each missile at the time of insertion in the launch bays as well. We were responsible for all site dispatches for all Flight Controls/Safety and Arming problems, including the Heading Monitor System. By 1964, our section had grown to seven airmen and two NCOs. Following my four-year assignment at Bitburg, I cross trained to Inertial Guidance system mechanic while assigned to technical school support at Lowry AFB, Colorado, and later served a second tour at Bitburg in both Guidance and Flight Controls. I earned my Master Missileman badge as a Staff Sergeant in 1969 having served solely with the Mace B. I was an Air Force board-certified 7 level technician in Flight Controls and on the AC AChiever inertial guidance system as well.

7 AFQT (Armed Forces Qualification Test – administered to all military recruits) and AQE (Airmen Qualification Examination) scores – Category and enlistment date was determined by AF Recruiting area quotas. Only certain numbers of recruits for each of the four categories were allowed to enlist each month. The categories were Administration, Mechanical, Electronic, and General. Each recruit's category was decided prior to enlistment.

8 http://www.mace-b.com/38TMW/Bitburg/Site_7/jammed.htm

9 There were 24 identified sites, (2 not operational, as of Oct 20,1962 – CIA Documents of the Cuban Missile Crisis 1962, Editor Mary S. McAuliffe, CIA History Staff, October 1992

10 http://www.mace-b.com/38TMW/Bitburg/site_7/insertion.htm