Sept 13 Air Force Missileers Newsletter

Air Force Missileers
The Quarterly Newsletter of the Association of Air Force Missileers

Volume 21, Number 3
Victors in the Cold War
September 2013
Special Purpose Vehicles, Part II

Peacekeeper Rail Garrison
1
Thor Transporter Erector
9
Mace Terracruzer
11
Minuteman Snowcat, More on the
Minuteman TE
12
How Did you Become a Missileer?
13
Future Structure of the Air Force
14
Job Notices, Minuteman Granite Marker,
706 SMW Plaque
15
Vandenberg Power Supply,
Last Launch, Going Home
16
A Word from the Association, Letters 17
Missileers and Facebook, Missile Models
and Badges, Taps for Missileers
18
Donations Pages
19
2014 National Meeting
Registration
Back Inside Cover
Reunions
Back Cover
The Mission of the Association of Air Force Missileers
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- Keeping Missileers Informed

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GLCM __ JCMPO__
Titan II
Matador ____ Blue Scout ___ Titan I ___ 568___
569___
850___
851___
___ 308___ 38___ 303___ 485___
Units _____ Unit ________
Navaho____
Thor___
703/451SMW___
381____ 390 486___ 487___ 501___ Dug__________
Units_____
way__ 868TMTS/G___
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___
_________
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702SMW ____
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577___
578___
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4062
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key ___
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or AAFCE___ AFSOUTH___ AU___ AFMPC/AFPC___
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BMO___ SAMSO___ SMC___ WTR___ Ogden___ SBALC___
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392___ 394___ 395___ 576___ 4315___ 3901___
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)Other _______________________
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Other Information________________________________________________________________________________________
The Quarterly Newsletter of the Association of Air Force Missileers

Volume 21, Number 3
Victors in the Cold War
September 2013
Special Purpose Vehicles - Part II
More of the Unique Mobile Equipment Developed for Missiles
Peacekeeper Rail Garrison Test Train and the Test Team Patch
Peacekeeper Rail Garrison - By Col (ret) Joe Sutter, AAFM Mbr No A0644 Knoxville, TN, (With considerable input
from Gary Emmons, AAFM Mbr No A1996, University Place, WA and Al Duff, AAFM Mbr No A2304 Omaha, NE)
Im proud of the work we did at SAC developing Peacekeeper Rail Garrison. Lots of people did a lot of hard work, and
if the world had not changed, Im convinced Rail Garrison would have played a major role in our deterrent posture.
Gen John T. Chain, CINCSAC, 1986-1991

Recent articles in this Newsletter have featured special purpose vehicles used in the ICBM business. Jim Carltons
excellent piece in the June 2013 issue described the unique Small ICBM Hard Mobile Launcher. I was Chief of the
Advanced ICBM Development Division, XPQM (later XRQM), at Headquarters, Strategic Air Command (SAC) when Jim
ran the Small ICBM Branch. The other branch in the Division was focused on Peacekeeper Rail Garrison (RG), the last
attempt to find an acceptable, survivable basing mode for the Missile-X (M-X)/Peacekeeper (PK).
The Basing Journey

Most can recall the lengthy and troubled history of basing for Peacekeeper. Fred Stoss two articles in the December
2006 and March 2007 Newsletter provide an excellent summary. For various reasons including environmental impact,
political acceptability, costs, arms control verification concerns, and technical challenges, an acceptable (and survivable)
basing mode could not be found. The list was extensive and included buried trench, multiple protective shelters, air launched,
closely spaced basing (dense pack), and deep underground, to name a few.

In 1983, The Scowcroft Commission recommended, and Congress eventually approved, a plan for ICBM
Membership Program for Active Duty Enlisted Missileers
Thanks to the generosity of a few of our senior noncommissioned officer members, we have a special fund set aside
to provide free three year memberships to active duty enlisted missileers. Mike Kenderes and your executive director
signed up a number of new members during the last missile competition, and we will continue to find ways to get the
word out and increase our active enlisted member base.
If you are an active duty enlisted member and dont belong to AAFM, complete the
form on the facing page and return it to us, or go on line to afmissileers.org and
complete an on-line registration. Just tell us by e-mail or on the form that you are a
new member taking advantage of this special offer.
AAFM Newsletter
Volume 21, Number 3
September 2013
modernization which included development of a new, small,

single warhead ICBM; deployment of 50 PKs in existing
Minuteman silos (at FE Warren); and continued research on
PK basing. After re-visiting some of the modes listed above,
an idea from the early days of Minuteman of using the rail
system emerged and gained considerable favor.

Early development of Minuteman included a rail
mobile option as a complement to silo basing. Mobile
Minuteman started in 1959 and included a performance test
named Operation Big Star run out of Ogden, UT, in 1960.
The program was cancelled in 1961. (In fact, mounting
artillery on rail cars can be traced back to the Civil War, and
was used by the Germans in World War II.)
Enter Rail Garrison

The main concerns with continuous deployment
ICBMs on the rail network were public interface and safety.
The thought of nuclear trains roaming the rails daily was not
a popular one. And accidents do happen. The possibility
of a missile train de-railing or becoming involved in some
other accident was pretty much a show stopper. But someone
suggested I think it was then Col John Douglass of the
National Security Council (NSC) staff that the PK trains
could be kept on military bases (in garrison) in peacetime,
and only deployed on the rails in time of crisis. The public
would be more likely to accept this in the event of a nuclear
confrontation with the Soviets. RG was born.

Across the USAF, the ICBM team began to flesh out
this idea. Many people were involved over the life of RG, but
the ones I worked with primarily were Lt Col Tom Maxwell
in the Acquisition Division (AF/RD-M & SAF/AQQM) in
the Pentagon, Col John Douglass at the NSC, and Col Glenn
Vogel was the point of contact at the Ballistic Missile Office
(BMO) at Norton AFB, CA, working the hardware and
technical issues. Quentin Thomas and Frank McDermott
were the SAC Liaisons at BMO, and later we worked
with Jim Wills as SAC-LO. SAC/XPQM was responsible
for the system requirements, including the operational and
employment concepts, and this article is written mainly from
that perspective. Other offices in SACs Building 500 were
also actively engaged, including missile tactics, the missile
team in the Air Room, ICBM maintainers in LGBM and
operators in DOMM and security police. All in all a total
team effort in Omaha and beyond.

Lt Col Gary Garrison Emmons was finishing
his tour as commander of the 742 SMS at Minot, and was
assigned to head the RG Branch in June 1987. Gary not
only brought his missile background, but was also quite
knowledgeable about railroad operations having worked as
a telegraph operator and train dispatcher for the Northern
Pacific Railway for nearly ten years prior to entering the Air
Force. In short - a perfect match for the job.
The Development of Rail Garrison

We needed to quickly learn more about how the rail
system in the US operates to see if the RG idea was indeed
feasible. With the exception of Gary, none of us had handson experience in rail operations, much less spoke the lingo.
Who knew that a rail fan was a person, and not a piece of
hardware. And hump yards? Well...

We were fortunate to not only have Gary leading the
effort, but Union Pacific (UP) Railroad was headquartered in
Omaha. UP had its main maintenance yard in Omaha then,
and their people were very open to help us. We spent a lot
of time at UP talking about train maintenance, and at the
newly constructed Harriman Dispatch Center learning how
they controlled traffic over more than 32,000 route miles.
We were naturally concerned about the ability to hide
the trains, so we learned what trains they could see on their
Centralized Traffic Control (CTC) display panels (main line
and some sidings) and those they couldnt (dark, non CTCcontrolled track and many miles of spurs and sidings). It
turned out there was a lot of dark track for our potential use.

They also gave us a first-hand view of rail operations
riding a special train from Las Vegas to Salt Lake City. UP
set up the trip and had several high level officers aboard to
explain everything from train control, signals, switching,
track capacities, safety, repairs, accident response, etc. We
later visited train control centers from other railroads and
learned how they monitored and controlled movements.

The CINCSAC, Gen Jack Chain, became somewhat
of a train expert himself and made several visits with us to
UP. On one trip, they had two locomotives and three business
cars for the SAC staff and we went from the old UP depot in
Omaha out to Valley, NE, wyed the train and headed back to
Omaha. UP sent several senior VPs along to talk with Gen
Chain. On the way out, we rode in the business cars and
they briefed Gen Chain on how railroads operated, and on
SAC Staff rides with UP in Omaha

L-R: Brig Gen Al Rogers, Col Chris Branch, General
Chain, Brig Gen George Larson, Col Jake Jaques,
Lt Col Joe Sutter, and Maj Al Duff
(More about the nice hats later!)
AAFM Newsletter
Volume 21, Number 3
September 2013
3
gone the way of other basing modes.

The initial work with the railroads and other agencies
indicated that PK RG could indeed interface with the many
non-government rail companies in the US. There were
challenges, and much more had to be done to come up with
a viable ops concept and the design of the train, especially
the missile car.
The PK Transporter - The Missile Car
SAC Team with Burlington Northern Hi-rail Vehicles

between Grand Forks and Minot. Winter 1987. (Or it
could have been Spring - it was North Dakota)
the way back, Gen Chain and Al Duff rode in the locomotive
cab and got to see things from that perspective.

When he retired in 1991, Gen Chain was hired as
Executive Vice President - Operations of the Burlington
Northern Railroad, with headquarters in Fort Worth, TX, and
held that position for more than five years.

Several of the RG team took a trip from Grand
Forks to Minot with Burlington Northern on two hi-rail
(highway-rail) cars. Hi-rail cars are routinely used by the
railroads for inspection and track maintenance. They are
typical road vehicles that have special mounted railroad
flanged wheels that can be lowered to allow the vehicles to
travel on the rails.

We met with top leadership of all seven major Class I
railroads, including Norfolk Southern, Burlington Northern,
Santa Fe, Conrail, CSX, AMTRAK, and Southern Pacific.
We also met with the operations personnel of regional and
short line railroads to include the Mid-South and the Lewis
and Clark Railway. In addition, the Rail Garrison cadre met
with the major rail unions to include the Brotherhood of
Locomotive Engineers (BLE) and the United Transportation
Union (UTU).

Other organizations provided valuable help ,
including the Association of American Railroads (AAR),
and the Federal Railroad Administration (FRA), part of the
Department of Transportation. The FRA assigned Dr Jim
Boone as our interface. Jim went above and beyond to help
us. (Gary Emmons still maintains contact with Jim today).

A few words are necessary here on the importance
of the tremendous cooperation of the entire railroad industry
(the leadership and rank-and-file of the railroads and the
unions, and the FRA and AAR) in the early stages of PK RG.
They had little to gain financially or otherwise from PK RG.
In my opinion, they did it because they believed this program
was important for our country, and their approach in dealing
with the myriad of challenges was simply they would make
it work. Without their support, PK RG would have quickly

BMO began some of the technical designs of the
missile car. Recall the PK is a hefty missile, about 71 feet
long and 190,000 pounds, and was cold-launched from
a canister. The rail car had to accommodate not only the
missile and canister, but also support electronics, a system
to erect the missile/canister, and a mechanism to stabilize
the car during the launch sequence. Size and weight quickly
became issues.

The car was to be 87 feet long and over 17 feet high,
roughly the size of a high cube (AAR plate F) box car, or
a 3-tier auto hauler. While the dimensions were in line with
typical rolling stock, the weight was not. A loaded freight car
weighs in the 200,000 lb range some more, some less. The
PK rail car tipped the scales around 550,000 pounds. This
meant that instead of the usual four axles on a box car, the
PK would require eight, and not all track in the US is strong
enough to take the load, even with the extra bogies. This
would limit the speed of the train and the track available in
the event the RG had to deploy off base.
Locomotives

SAC selected General Motors Electro Motive
Division (EMD) GP-40-2 diesel electric locomotives as the
primary motive power for the train sets. Each train set would
have two GP-40s. These four-axle tried and true work-horses
had a proven track record of sustainability and reliability.
SAC/BMO, through the Boeing Company, purchased two
locomotives, numbered TBCX 4900 and TBCX 4901,
which were specially equipped and EMP (electro magnetoc
pulse) hardened for the prototype train set that was tested
at the AARs Transportation Technology Center (TTC) near
Pueblo, CO, in 1989. These two locomotives are reported
to still be in use today at the US Armys Military Ocean
Terminal (MOTSU), Sunny Point, NC.
Other Cars

Given the size of the launch car, the decision was
to limit the number of missiles per train to two. The PK
train would have other cars to house necessary equipment
and personnel, including the launch crew, communications
equipment, power/ECS, maintenance, and two cars for
security forces. A fuel car was considered as well to provide
additional range, and extended electrical power. Boeing
provided the fuel car, which had special fittings to allow the
locomotives to be refueled while the train was out on the
rails, and also refuel the generators in the rest of the train.
Most trains use power from the locomotive, but that power
AAFM Newsletter
Volume 21, Number 3
September 2013
A Missile Car
Two of the missile cars were eventually built. While no
missiles were fired from the cars, there was a test at a
facility in Colorado that cold launched (ejected) a weighted
slug from the canister to verify the stability and erection
system, and the capability of the track/rail bed to withstand
launch. The one remaining missile car (above) is on display
at the National Museum of the USAF at Wright-Patterson
AFB in Dayton, OH
was too dirty (fluctuating) for the electronics on the PK
RG train.

The cars would have armor and radiation shielding,
adding to their weight. The cops wanted NATO round
shielding in the locomotive, but it was too expensive, so
.22 caliber protection was provided instead. The HQ SAC/
SP, Col Steve Heppell, was not happy, but when he saw the
savings he agreed.

The launch control car for the combat crew was
estimated to weigh more than 400,000 pounds and BMO
proposed that all cars be similar to the missile car in overall
size, and have the same wheel configuration. A single
locomotive could easily handle a train of 10 -12 cars and
while locomotives are very reliable, it was decided to add a
second one for redundancy.
The PK RG Train

The result was something relatively uncommon
on the rails - quite short in overall length, and the extreme
weight precluded normal freight train speeds. As we were
beginning to understand rail operations, we also learned
that there are huge numbers of rail fans or train buffs
in the US that love spotting, tracking, and photographing all
types of rolling stock. Something unusual like the highlyspecialized PK train would quickly catch their fancy. From
a survivability standpoint, this would create operational
challenges as a key aspect of the RG concept is to be able to
disperse onto the rail network and essentially fade into the
system. Friendly forces could give away the position, and
a very short train would be easier to identify from Soviet
overhead systems.

We knew we couldnt fool true rail fans (like Tim
4
McMahon and Wayne Hansen!), but it was important to lower
the visibility with the general public. So the car designers,
Westinghouse and Rockwell, fabricated coverings for the
cars that made them look like high cube box cars, including
fake doors, standard roof patterns, and other trappings. To
hide the heat signatures, the generators were mounted low on
the cars and vented the exhausts down.

The biggest issue was how to operate the train on
the national rail networks. The major railroads were willing
to let us on their systems, and even give us priority, but they
were very reluctant to have a very heavy train operating on
their net without their people on board.
Available Track Routes

Among BMOs major efforts was a track
characterization study to compile a digitized data base of
main lines, sidings, rail yards, and even abandoned rail lines
that might be suitable for patrol and parking of the PK trains.
It would be necessary to update the data base in near-realtime, to include maintenance, repairs, areas out of service,
etc. so RG train crews would know where they could operate,
and areas to avoid.

We spent a lot of time determining how much area
uncertainty we could generate in a given time of deployment
and probably gave our adversaries credit for capability they
didnt have. We learned through some of the exercises
described below that locating (and continually pinpointing)
a train is difficult. The toughest part was making sure they
didnt find us through the dispatch/control systems. Our
trains were special and would have generated a lot of buzz in
the dispatch centers.
Basing
The Operational Concept

With two missiles per train, the need was to find
suitable basing for 25 trains - a total of 50 PKs. There
were three fundamental criteria in looking at possible host
bases: availability of enough land to site the garrison
(approximately 600 acres); limiting impact on the existing/
planned missions at the base; and reasonable access to the
main line - rail network with multiple options/routes in the
event of dispersal.

FE Warren AFB in Cheyenne, WY, was the
obvious choice for the main operating base for RG given
the established PK infrastructure for silo basing in the 400
SMS. Warren had sufficient land to site the garrison and
good access to the rail network adjacent to the base. Other
bases considered were Fairchild AFB, WA; Barksdale AFB,
LA; Blytheville and Little Rock AFBs, AR; Dyess AFB, TX;
Wurtsmith AFB, MI; and the Minuteman bases at Minot,
Grand Forks, Malmstrom, and Whiteman. The plan was to
have three to four trains per base.
The Garrison

The garrison would ideally be sited on a remote area
of the base and secured similar to a bomber alert facility or
AAFM Newsletter
Volume 21, Number 3
September 2013
Titan II RV Truck with RV Covered for Convoy
The Peacekeepr Communications System

weapon storage area. Each train would have its own earth- facility within the garrison, and not in the launch control car.
bermed shelter primarily to provide additional security and This facility would also house garrison security equipment
environmental protection, and only limited hardening against and personnel. The bermed shelters would be designed to
a blast. The shelter would be about a quarter mile long to allow launch in place, with the missile/canister and erection
house the entire PK RG train. A rail spur would connect the mechanism sufficiently strong to break thru the roof of the
garrison to the main line.
shelter, and the typical PK launch sequence to begin.

A test shelter at Vandenberg was built and a test Dispersal/Egress
loop track of about a mile in length was laid. A funny

In the event of a crisis/higher state of readiness,
(sad) story about the track. The contractor was someone the trains would be prepared, manned and disperse onto the
who really didnt know how to build a rail line, and instead rail network, similar to bombers going airborne, or flushing
of using crushed granite as ballast (track bed), they used pea to dispersal bases. The plan was to have approximately 30
gravel. The result was like building the track on a pile of personnel on the train:
marbles and the entire line had to be ripped up and rebuilt.
Train Commander
1
Ops Crew (s)
4
Alert in Garrison

The missiles would be on alert in the cars in
the shelters and monitored by launch crews in a separate
Security
15
Communications
2
Maintenance
3-4
Train Crew
4

Security concerns heightened as the trains left the
AAFM Newsletter
Volume 21, Number 3
September 2013
garrison, and the trains could be vulnerable to attack at choke

points along the off-base spur, or until the trains could gain
access to the expanse of the main lines. Hi-rail cars would
be used by security to sweep the spurs and help escort the
train during egress.

We wanted to do something railroads just dont do,
that is take a cold train and get it out and running within a very
short time (15 minutes was the goal). So we worked with
the operators and maintainers and regulators and attacked
the issues one by one. For instance, the diesels had to be
warmed up before going on the rails, so the plan was to use
pre-heaters, something those of us who were assigned to the
northern tier are familiar with for cars. The brakes had to
be aired up (pressurized), so portable umbilical connections
that could quickly be disconnected were designed. The
entire train had to be inspected for safety before moving, so
we established routine, daily inspections by the duty crew so
the required safety inspection would be current enough if the
train needed to deploy quickly.
Patrol

The trains would have pre-designated patrol
areas in which to operate, somewhat similar to a ballistic
missile submarine. The train would use a move-park-move
strategy to create as much uncertainty as possible as to its
location. There was an extensive threat analysis that looked
at how to protect the location of the train, including limiting
6
electronic emissions, tactics and pre-arranged procedures
to communicate with rail control centers to coordinate
movements without divulging the mission, mitigation of
overhead threats, countering special forces/sabotage, etc.
Much of the strategy to preserve location uncertainty was
classified.

With the help of the FRA and Dr Jim Boone, the
nations railroads agreed in principle to use the AMTRAK
crewing model of having Air Force engineers and conductors
qualified (certified) to operate over large areas of the nations
rail network. In the event that our Air Force crews needed
assistance, the railroads agreed to provide pilots ( railroad
crew members familiar with the track routes) to help. Once
deployed, PK RG trains could remain on the nations rails
system for weeks relying on food and supplies carried on the
train, and then resupplying if needed from facilities in local
communities.

The advanced inertial reference sphere (AIRS)
guidance system of the PK was designed for mobile
operations and would continuously navigate and update its
position to allow for prompt launch if needed. Navigation
tests were run using a PK guidance system housed in a van,
and transported on a rail car. One test covered some 850
miles from El Paso, TX, to Santa Ana, CA, on the Southern
Pacific mainline.

To maintain desired accuracy, the train would
periodically stop at one of thousands of pre-surveyed bench
marks (PBMs) that were to be added specifically for PK RG.
The train commander would have classified procedures for
Peacekeper Physical Security Concept Diagram
AAFM Newsletter
Volume 21, Number 3
September 2013
locating the PBMs to update the PKs inertial guidance set

based on the PBMs longitude and latitude coordinates, and
altitude/elevation. Accuracy would degrade slightly with
the length of time from the last PBM update.

SAC initially desired to have the autonomous
capability (with on board personnel and equipment) to
change the guidance system if needed while on patrol. This
proved to be too expensive to have 25 extra guidance sets
and the associated equipment. Instead, the plan was to have
several convoys available up to meet up with the train to
do the guidance change out. While this did create some
possibility of giving away the trains location, we know now
that we probably gave the adversary a lot of capability that
today seems questionable.
Launch

In the event that the missiles were ordered to be
launched, the train would park on a suitable stretch of track
or siding. The complete train would stay together (coupled)
for launch. The launch sequence would be similar to other
PK mobile basing systems (with the addition of a stabilizing
mechanism for the missile car), erection of the canister/
missile assembly, cold-launch ejection of the missile, and
first stage ignition

For the planned flight tests (which were never
conducted), the launch crew wouldnt be in the launch control
car, but located remotely for safety reasons. BMO ran tests
to make sure the pads (which weighed up to 40 pounds each)
that kept the missile centered in the tube wouldnt penetrate
the roof of the rest of the train if caught in the exhaust blast.
In actual deployment, if there was a malfunction during
launch, well...it was war.
Testing the Ops Concept

SAC worked closely with the nations major
railroads, the FRA, AAR, the operating unions and the three
primary contractors, Boeing, Westinghouse and Rockwell
International, to refine and test the operations concept.
SAC conducted four major exercises - three on the rails and
one habitability study in a controlled environment - before
the program was canceled. The first exercise occurred in
February 1988 with the UP in and around Cheyenne, WY
and included a video, SAC is on TRACK, that is available
in the AAFM DVD collection.

In 1990, we ran a very detailed test in Texas. SAC/
DOM provided most of the test team and Al Duff was the
test director. As Al recalls it:

We flushed a short train from near Carswell AFB
and played hide and seek with a virtual army of FBI, OSI,
and other agents who were chasing us and trying to find the
train. SAC even launched a B-52 to try to find us. We could
see the B-52 flying by, but he didnt see us. We successfully
hid for three days, but then they narrowed down where we
7
were and were chasing us at 80 miles an hour on a rainy
night so we stopped the exercise. When we briefed the
results back at SAC, we showed a picture of the B-52 taken
from the train. We had superimposed a cross-hairs on it.
One general somewhat impolitely told us that picture would
never be shown again.

There was an endurance exercise at BMO at Norton
AFB, CA, to see how the crews would fare in the train. An
entire crew was locked up in a full scale mockup of the cars,
and kept there for 30 days. The test lead was Maj Les Cooper
from SAC/DOMM, a perfect choice. We could see their
video feed from the remotely controlled camera they used
to see out, since there werent any windows. The test cars
were in a parking lot at BMO, and every time a particularly
attractive worker went by, the camera would follow her very
carefully. Those on the outside found this very entertaining.
The exercise proved the crew could survive and operate, and
also confirmed they would probably not enjoy it very much.
Challenges

Each exercise described above validated and helped
refine SACs operations concept, but there were some
operational challenges facing PK RG:

1. Working with multiple railroads. The USAF
would need agreements/MOAs with a minimum of the seven
Class I railroads and eventually another dozen or so regional
and shortline railroads. If there were to be covert plans to
protect the trains and movement tactics, these procedures
would have to be shared with numerous railroad personnel
who did not have security clearances.

2. Locomotives. Diesel-electric locomotives are
designed to run, and run for extended periods, and not sit
idle. Most of the work-arounds described above addressed
this concern.

3. Train crews/proficiency. The USAF train crew
personnel would need to be certified. We worked a plan to
have the FRA certify them (using a rail industry approved
AMTRAK model) rather than certifying with each individual
railroad. They would require extensive practice to be
proficient. Commercial train crews are highly experienced
and often run the same stretch of track for many years and
know every curve, grade, and safety hazard.

SAC envisioned having two training trains that
would rotate among the bases. This would allow crews to
deploy without actual missiles/warheads and provide a field
check for complete train crews. There were also plans for
stationary training capabilities (an MPT of sorts), and the
engineers and conductors would have additional training
from the railroads and the FRA.

4. Tactics to maintain location uncertainty. While
much of this was classified, some simple concepts were
explored included decoys, use of tunnels, underground
storage facilities, etc. All of these were examined, but the
bottom line seemed to be that the best option was to simply
keep moving.
AAFM Newsletter
Volume 21, Number 3
September 2013

5. Security. Anytime a nuclear weapon is out of a
protected area, security is naturally a concern. The PK RG
train was not typical in terms of appearance, speed, length
etc., and some railroad experts thought the train could be
easily sabotaged. Its unusual design would simplify visual
detection, the train located by intercepting communications
with railroad control centers, targeted at choke points,
and the train could be tagged with a tracking device or
attacked on egress from known locations at the operating
bases. As expected, the nuclear security community was not
thrilled with RG. Very aggressive delay denial capability
was planned for the launch cars, and they seemed to give
little credit for on board security forces.
Operarions Concept Briefings

Official visitors to HQ SAC almost always got a
briefing on RG, including the system description and ops
concept outlined above. Everyone in the RG Branch could
give the briefing, including Gary Emmons, Al Duff, Denny
Lyons, Paul Burnett, Wayne Andrews and Tom Resha. But
Ken Van Sickle and Steve Garcia were the go to guys and
gave more PK RG presentations than anyone. Steve even
had a RR outfit, complete with an oil can, that he wore for
visitors who would appreciate the humor.

Boeing made an HO scale model of the train and
track that was used for the briefings in 2A8. The launch
tubes even came up from the cars. The Congressmen and
Senators especially seemed to love it.

For one of the early VIPs (it may have been Secretary
of State George Shultz), Gen Chain came up with the idea
of giving him a railroad engineers hat with the SAC patch
on it. Those were not off the shelf items, so my wife Geri
found several hats in downtown Omaha, got some patches
at the base clothing sales store, and fired up the sewing
machine at home. Following that visit, SAC Protocol was
on the hook to arrange for the hats.
The End of the Cold War

The ops concept continued to evolve and become
more complete in 1989-1990, and extensive hardware
development and testing continued. While PK RG had its
challenges and critics (there was no perfect mobile basing
mode for PK), the testing and research clearly indicated it
was a workable concept.

But as the Soviet Union collapsed and the Cold War
ended, President George H. W. Bush announced sweeping
changes in US nuclear force posture, including cancelling
the development of mobile basing for the PK. We were
just a few months from the first train launch at Vandenberg.
Ironically, after years of battling with Congress over PK
basing modes, the final mobile system was cancelled by the
President.
The First Rail Garrison Locomotive.

This locomotive was a rebuilt GM EMD GP-40-2, since
the Air Force didnt want to spring for a new one, and the
locomotive shop at Hill AFB assured that the rebuilt would
be just fine. Al Duff signed for delivery, and since it was
now ours, we did what all operators do - took it for a ride.
Al said, We were on a long siding, and we would back it
up to the end, and gun it and race to the other end a mile or
more away. It was so much fun - we repeated it a number
of times. Then the System Command guys came and took
our toy away from us.

We will probably never know if the deployment of
PK in silos and the development of rail garrison and the small
ICBM helped the Soviets decide enough is enough. But I
do believe that the commitment and vigilance of SAC, and
the entire ICBM community, have rightly earned missileers
the tag line used by this Association - Victors in the Cold
War.

(A special thanks to a couple of friends who helped
with this article. Gary Emmons, and Al Duff provided
significant details, photos, and other comments.)
A True Collectors Item. Courtesy of Gary Emmons
AAFM Newsletter
Volume 21, Number 3
September 2013
Profile of the TEL with US Tractor
The Thor Transporter Erector

Launcher - by John Boyes. AAFM Mbr No SA070, Kent,
United Kingdom
From

1959 to 1963 the Royal Air Force (RAF)

fielded 60 Douglas SM-75 Thor missiles at 20 sites in
eastern England. The deployment was codenamed Project
Emily at the whim of the US Air Force colonel in charge
of the United Kingdom (UK) end of things who admired a
calendar which showed a young girl called Emily wearing
rather less than might have been considered decorous. The
joint operation between the USAF and the RAF presented a
complex logistic challenge to transport the various pieces of
equipment to the sites from the USAF bases in England to
where the components were airlifted. The greatest problem
was the transport of the 60 foot long missiles. Brought in
directly from Santa Monica, CA, in C-124s and later C-133s,
that was, in many ways, the easy part of their journey.

The highways and byways of the English countryside
wherein the launch sites were located were accessed by
roads far removed from the spacious highways of America.
The UKs first relatively short section of the M1 motorway
was not to open until late 1959. The routes to take the
missiles from their arrival airfields to their final destinations
were carefully reconnoitred. Duplicates of the sharper
corners were laid out with oil drums and traffic cones on the
runway at the US air base at RAF Lakenheath to see if the
transporters could negotiate them. The Ministry of Works
had to extend the radius of some of the tighter curves and
due attention had to be paid to rail crossings to ensure the
Thor TEL from Douglas Technical Manual
trailer would not ground.

Construction of the Transporter Erector Launchers
(TELs) was given to the Food Machinery and Chemical
Corporation in California, and to ease the negotiation of
the tighter bends, independently steered rear axles were
included. This involved two extra drivers just forward
of the rear bogeys. This improved the maneuverability of
the trailers but was not popular with the drivers allocated
to these positions, as there was little protection from the
weather other than the hard hats they wore and the rather less
than waterproof issued kit. Initial testing of the TEL was
discreetly undertaken at Moffett Naval Air Station. Further
testing in the UK was undertaken by the Motor Vehicle and
Engineering Establishment (MVEE) at Chertsey in Surrey.

The first trailer to arrive in the UK was used to prove
the routes. To minimize public speculation the US M275
tractor unit, which was the prime mover, was painted RAF
blue and given spurious RAF markings. Home grown
RAF Leyland Hippo tractors were brought into use later.
The USAF crews, disguised in civilian clothing, were told
not to speak to anyone as their accent may betray them!
They were to leave it to one of the accompanying RAF crews
to allay any concerns. If it was felt that the situation had
been compromised, the cover story was that the Americans
TEL and Tractor as Tested by British MVEE
AAFM Newsletter
Volume 21, Number 3
10
September 2013
Profile of the TEL with UK Tractor
were SAC crews undertaking route marking for the bomber

Reflex program. The reality, of course, was that the local
population usually knew more about what was happening
than anyone else.

The missile mounted on the TEL was too big to
be carried in the MATS transport aircraft, and the missiles
were therefore flown across the Atlantic supported on a
two-part trolley. On extraction from the aircraft they were
transferred to the TEL for their onward journey. Once the
missiles started arriving it was impossible to hide their
gleaming white carcasses emblazoned with the RAF roundel
as they made their way under RAF escort to their eventual
locations amid the English countryside. Contemporary
photographs show that some seem only just to have made it
through narrow village streets as curious locals watched the
proceedings. Later when the missiles presence, purpose and
destinations were common knowledge, the M275 tractors
were seen in their original yellow paintwork disguise no
longer necessary.

The TEL was 65 feet long with the twin steerable
dollies at the rear. The 60 foot long missile was held by
a large circumferential clamp at the forward end and two
steadying supports at the rear. But arriving at the launch
pad was not the end of the story. On arrival the TEL was
carefully reversed onto the pad so that the missile could be
mated with the erecting launching mount. After that the
missile lay horizontal in its protective shelter. On being
TEL Delivers a Thor to RAF Feltwell
called to duty the erector raised the missile through 90

degrees to its launch position and once the missile was firmly
in place on the launcher, the TEL was retracted. Having
reached 45 degrees in this operation, it activated the Safe
to Fire switch. The whole launch operation took fifteen
minutes between start and engine ignition.

The TELs were still occasionally seen on the
roads as they took missiles destined for training launches
at Vandenberg AFB back to the airheads for onward flights
to the US. However, by 1962 with the advent of Atlas and
Titan missiles in the US arsenal, Thors job was essentially
done and the missiles were needed for the burgeoning USAF
satellite program. From October 1962 until August 1963,
the TELs progressively demounted the Thors, now with
their RAF markings painted out. Then, retracing their steps,
they took them on the first stage of their journey back to the
United States where they were refurbished for subsequent
use on a variety of other projects.

At least two TELs still exist. One is at Vandenbergs
National Historic Landmark at Space Launch Complex-10
and the other is at Davis-Monthan AFB, AZ.
Thor Convoy Negotiates the Narrow Streets of Rothwell near RAF Harrington
AAFM Newsletter
Volume 21, Number 3
September 2013
Terracruzer, Trnnslauncder and a Mace Missile
The Mace Terracruzer
Vincennes, IN
- by Frank Roales,

It was 24 December 1959 and I was fresh out of basic
at Lackland AFB. I reported to my first duty assignment at
the 4504th Support Squadron (SS), Orlando AFB, FL. During
basic, I had taken a bypass specialty test and was given a
47132 (Apprentice Special Vehicle Repairman) AFSC with
no USAF schooling and had no idea of just what I would be
working on. Since I reported on a Thursday and the next day
was Christmas, I was given a barracks assignment and told
to report to the orderly room at 0800 hrs. on Monday. That
was one the worst days of my life. I was 19 and a stranger
in a new location who knew absolutely no one, and it was
Christmas.
On Monday I was at the orderly room to start my
checking in process. I was given a sheet with a base map
and a list of places where I was to check in. They told me
to check in at security first, since I was to work inside the
compound. From base security I could see the fenced-off
compound and a whole bunch of large weird looking trucks
and trailers, along with two different kinds of missiles.
Little did I know just then that these were to be my Air
Force charges. I checked in to all of the locations except
for the 4504 SS maintenance hangar, where I was to work.
Since it was inside the security compound and my clearance
had not yet been completed, the only way I could enter the
compound was with an escort, but security was shorthanded,
so I just had to wait till the clearance was completed, which,
thank goodness, wasnt too delayed by the holidays, and I
was able to report for work on 2 January.
Entering the compound for the first time, I was
shown where the special vehicle maintenance hangar was
and made my way to it. I reported to the NCOIC and was
given a stall assignment, tool box and a bunch of TOs, and
told the one I really need to become familiar with was TO
36A12-24-2-4, Flatbed truck MM1. There were others, of
course, covering the transport, launching trailers and other
items but the MM1 was the elephant in the room. At that
time we were supporting both TM76C Matador and TM76A
Mace crew training programs, so there was quite a mix of
11
special equipment.
My main responsibility turned out to be the MM1. It
was made by FWD (The Four-Wheeled Drive Corporation,
which became FWD Corporation in 1958) and was an eight
wheeled all-terrain flatbed vehicle made mainly of aluminum
powered by an eight cylinder horizontally opposed air
cooled aircraft Continental engine with a four speed torque
converter and low pressure terra tires. Four of these, along
with a translauncher, were required for the launch of the
Mace TM76A.
Since we were a training base, our equipment was
subjected to rather hard use by persons unfamiliar with the
equipment. This resulted in considerably more than normal
usage and damage so all of the support equipment for the
missiles required constant maintenance. As with all things
mechanical, there is always a lemon in the bunch. I remember
well that the Terracruzer 57L2021 was our Queen of the
shop. I also remember that the most broken part on the
MM1 was the 20 foot long remote throttle that went from
the left side at the rear of the truck to the engine. It was used
to control engine speed when the engine was being used as a
power unit for various parts of the launch preparation. You
were supposed to push the button in the center of the throttle
knob to unlock the hold function before pushing the throttle
back but students would just slam the knob back and damage
it. I bet I replaced one of these every week, at least. Another
quirk of the MM1 was that the large Terra tires tended
to lose air when they sat for a while, and the truck would
lean over like a wounded dragon. The solution was a 8 by
8 wood block cut to the proper length and placed under the
pivot point of the bogie. Since the MM1 had a system where
tire pressure was able to be adjusted from the cab and the
tires could be aired up as soon as the engine was started, this
was not considered an issue that needed to be addressed by
maintenance.
Most of us who served had things we vividly
remember. During the Matador training, crews did a Live
launch at Cape Canaveral sometimes as part of their
training. There would always be some Support Squadron
personnel with them to take care of any problems, other than
with the missile should they arise. It was at one of these in
May 1961 where I witnessed Alan Shepard become the very
Mace with Translauncher Erected
AAFM Newsletter
Volume 21, Number 3
September 2013
first American to go into space. We were at the pad 21/22

complex, and he was launched from pad 5, which was just
over a mile south, if I remember right. I remember saying
at the time that I could tell my grandchildren, I was there
when an American first went into space, now God willing, I
might even get to tell my great grandchildren.
The other tie-in to my missile support service at
the time came 50+ years later when, as a member of the
TAC Missileers and a volunteer for the Indiana Military
Museum in my hometown of Vincennes, IN, I was to lead
the restoration of a Mace TM76B (CGM13B) that the
museum was acquiring, with the help of the TAC Missileers
and Association of Air Force Missileers. After arriving
from Florida, the Mace was disassembled for cleaning and
repair prior to restoration. During this time, we located the
manufacturers ID plate with the serial number, and sent
it to the Air Force for the records on this bird. Imagine
my surprise when I learned that this very missile was the
property of the 4504 SS from 1959 to 1963. During that time
while I was with the 4504 SS, many times we were called
to replace a malfunctioning translauncher. To do this we
would have to take the bird off the launcher, swap in another
launcher and reset the bird. This missile was one that with
all probability I handled all those years ago.
An Air Force Snowcat built by Thiokol, Similar to Those

at Minuteman Bases in the 1960s
The Minuteman Snowcat - by G; Wayne

Hardy, AAFM Mbr No A2804, Dibolo, TX
Back in about 19 ought 65

I had the misfortune to

actually use one of these miserable snow machines at Great
Falls. My deputy and I had just finished a training tour to
become the first and only (and youngest and most junior) all
lieutenant crew in the Minuteman program. Make that crew
R-134 of the 341st Strategic Missile Wing at Malmstrom
AFB, MT, with a 1st and 2nd Lt as the launch crew.

The training tour was over and we were due to
return to base (only about 130 miles away) from either Mike
or November LCC (not sure which), and my deputy was
really anxious to get home as his wife was very much in an
"expecting" sort of way. Of course, when we came up it was
snowing, and the recommendation was to not drive home,
12
especially in the two wheel drive Plymouth station wagons
we used for crew cars.

My deputy was getting crazy, so the base said if we
could get to Lewistown by 1600 hours, we could catch the
C-47 maintenance transport plane headed back to base.

When I say it was snowing, I mean it was seriously
snowing, and we had about a 30 mile drive to Lewistown,
so the site facility manager said we should use the snow
machine and he would give us one of the off duty Air Police
to drive it for us. I had lots of feelings for my deputy with the
pregnant wife. One more comment, my deputy was named
Yuri Randma. He must have had a hard time getting his
security clearance back in those days.

Anyhow, the snow machine was an awful device,
based on the Ford Falcon Econoline truck chassis, engine,
tranny and rear axle, with a plywood and fiberglass box built
over this chassis.

The treads were made of wooden snow fence
materials (really they were, complete with red wooden slats),
and everything else mechanical was pretty much stock Ford
parts. The boogie wheels were 13 inch rubber-tired Falcon
wheels.

What a poor excuse for a vehicle. First, the fumes
from the engine/heater (inside) were almost enough to cause
carbon monoxide poisoning in the short ride we had, even
with a window open. The buggy couldn't be steered hard to
either direction because the treads would come off; and if
they stayed on, the rear axle (remember this was from a Ford
Falcon not a snow mobile maker)would fail. Standard car
rear ends are not made for the normal "skid steer" operation
of a treaded vehicle, so they were good for only a couple of
sharp changes of direction.

Yes, we did make the plane in Lewistown, but the
buggy did break down on the way back to the site, thereby
ruining the driver's day off, and it had to be retrieved by a
rollback type vehicle that took it back to base for repair. I'm
thinking that it was Thiokol that put this mess together, but
obviously to a very tight dollar figure.
Many of us remember those Snowcats that sat in the
garage at each launch control facility, and I think Wayne is
correct on the Thiokol part. I know of one situation where
they worked pretty well - the Blizzard of 1966 at Grand
Forks dumped several feet of snow on the base and missile
field over about a five day period. For the first few days, the
only vehicles we saw from our snowed-in, powerless base
houses were a couple of the Snowcats.
More About the Minuteman

Transporter Erector

The June issue had a story about the early Minuteman
Transporter Erector (TE) prompting a couple of our members
to send in more information about these early vehicles.

Member John Smith tells us that the early models of
the TE had a unique engine made of two co-joined Chevrolet
AAFM Newsletter
Volume 21, Number 3
September 2013
The Hill Museum TE
238 cubic inch V-8s. The two blocks were connected together
to basically make up a single V-16 engine and placed behind
the cab in the tractor frame.

Member Wayne Hardy sent more details about
the later early TEs, which had a Detroit Diesel Division
of General Motors V-12, two stroke engine along with an
Allison Transmission. The motor was enclosed in a 6 to 8
inches thick fiberglass blanket to reduce the noise in the cab,
as the motor was about 3 inches off the drivers right elbow.
The large diesel motor had a very unusual exhaust sound for
a truck motor as it fired a power stroke every time the piston
hit the up position, rather than every other time as is more
common with the 4 stroke cycle type motors usually found
in trucks. There was a GMC sticker on the front of the cab
below the windscreen.

Everything for the unit was basically handmade. The
trailer had to be temperature controlled to protect the solid
propellant missile, heat from the engine provived warming.
For cooling, a Pontiac air conditioner compressor was
mounted on the engine, and the evaporator, that would be
under the dash in a car, was placed in a welded up aluminum
can. Anti-freeze/water solution ran through the can, and the
heated or cooled fluid was then routed via a pumped loop
setup to the trailer, where the hot or cold fluid was used to
heat/cool the air in the trailer.

The Hill Aerospace Museum in Roy, UT, has a GMC
V12 powered TEL in place for the world to see.
How Did You Get into the

Missile Business?

Stuart Phelan, AAFM Mbr No A1481, Yuma, AZ,
suggested this new feature, the story of how missileers
got into our business. Some of us volunteered from other
career fields, some came directly into the field when we
entered the Air Force, and some came involuntarily. Send
us your story for a future issue.

My initial Air Force career was less than spectacular.
I got booted from language school after four months and got
a directed duty assignment to supply. The job was basically
13
emptying endless tri-walls from trucks at the central
receiving warehouse at Vandenberg AFB, CA.

All I wanted out of the Air Force was me. I thought
I was destined to be an E-2 forever, having been a one striper
for almost a year. I had no idea I had been given a gift.

One afternoon, there was a rumble that resonated
through the building, rattling everything and shaking the
floor. I followed those running to the loading dock thinking
we were enduring an earthquake. Instead, I got there just
in time to see a Titan IV breaking the horizon from South
Vandenberg. It stood on that exhaust plume for minutes
while we tracked it downrange. That evening in the chow
hall, I saw some troops wearing white coveralls with the
pocket rocket. I decided I wanted to be one of them.

Minuteman missiles were regularly squirting out of
North Vandenberg. They were trickier to see. By the time
we heard them, they were already staging and the smoke
trails were spiraling and twisting and dissipating in the sky,
sometimes hidden by Vanden-fog. Still, I ran outside hoping
to see every launch.

I finally got my second stripe, started to meet
uniform (AF Manual 35-10) standards, shined my boots, got
a haircut, ironed my fatigues, met my soon-to-be wife and I
rejoined the Air Force. In late 1973, I went to personnel to
see what AFSCs were open for cross-training. The career
counseling NCO gave me a pile of papers and invited me
to look through them. One sheet with 316X0H was staring
back at me. I read the job description and immediately
knew, whatever a Missile Systems Analyst was, this is what
I wanted.

I took tech school much more seriously. I was then
assigned to 341st Missile Maintenance Squadron to a electromechanical team. Later, I moved on to 341st Strategic
Missile Wing as a Team Training Branch instructor. Closing
the circle, I was assigned to the 394th ICBM Test Squadron,
where I helped put up several more Minuteman IIs and IIIs. I
had earned the pocket rocket that I had coveted and it would
continue to define my future.

When I got out in 1980, I used my experience to
work at Martin Marietta on the MX program, long before it
was known as the Peacekeeper. Later, I worked for General
Dynamics on all variants of the Tomahawk Cruise missile,
the Atlas SLV and the Advanced Cruise missile. That pocket
rocket took me from a one striper eventually to Convair
Division Supplier Quality Assurance manager. What a ride.
I'm sure there are many more stories out there. It would be
nice to hear how others got their pocket rockets.
AAFM in Shreveport
13-17 October 2014
Registration Now Open
See Inside Back Cover
AAFM Newsletter
Volume 21, Number 3
September 2013
National Commission on the

Structure of the Air Force - by Eric Minton,
Chief of Strategic Communications

The National Commission on the Structure of
the Air Force was established by Congress this year
to comprehensively study the US Air Force and its
three components -active, reserve, and the Air National
Guard - and determine how the Air Force's structure
should be modified to best fill current and future mission
requirements, including homeland defense, with available
resources. This independent analysis and the Commission's
recommendations are due to the President and Congress on
1 February 2014.

The Commission is an independent entity. It is
working cooperatively with the Air Forces Task Force
(TF2) and has asked TF2 for testimony and data. However,
in addition to gaining an Air Force perspective from enlisted
personnel to leaders, the Commission also is tapping the
expertise of think tanks, associations, academia, industry
and other stakeholders. "We want to attain the widest
possible knowledge base," said Commission Chairman
Dennis McCarthy.

Already the Commission has heard from the
leaders of the active Air Force, National Guard and Air
Force Reserve, the Air Staff, Pentagon budget officials, the
National Governors Association, US congressmen and state
legislators, military association leaders, and the Defense
Business Board. They have addressed such topics as the
anticipated decline in overall funding, the need to modernize
aircraft and equipment, the growth in personnel costs, the
difficulty of identifying the true cost of active component
versus reserve component personnel, innovations in the
use of associated units (comprised of active and reserve
personnel performing day-to-day missions), and emerging
missions such as cyber, remote piloted vehicles and disaster
14
response.

The Commission's site visits are illustrative of its
broad purview. The Commissioners have decided to get
outside the Beltway to experience the multi-component Air
Force in action. "The statute forming the Commission allows
it to hold hearings with less than all members present, so the
plan is to hold a number of hearings at various installations
around the country," Chairman McCarthy said. "We intend
to visit bases and events where we can see what the Air Force
is doing and hear from the people who are doing it."

Sites are selected to maximize exposure in the
limited time available to the panel. That means visiting
locations with a large presence of all three components,
sometimes operating in multi-component associations;
locations representing the various missions of the Air Force,
from airlift to close air support, from training to space;
and locations representing the variety of installations,
from Guard bases to joint bases, from stations to major
command headquarters. On these visits, the Commission
also is conducting public hearings, engaging with legislative
delegations, and listening to state government officials who
have command and control of the Air National Guard and
can offer input on homeland defense issues.

For example, the Commission scheduled its first
two site visits for Joint Base McGuire-Dix-Lakehurst (JB
MDL) in New Jersey and for the state of Ohio. At JB MDL,
commissioners met with airmen, NCOs and commanders of
active, reserve and Guard units, listened to briefings on the
base's mission as a mobility hub utilizing all three Air Force
components in partnership with the Army and Navy, received
first-hand accounts about the multi-component response to
Hurricane Sandy, and heard testimony from state and local
officials. In Ohio the Commissioners were scheduled to visit
Wright-Patterson AFB and three Air National Guard bases,
Springfield, Mansfield and Rickenbacker, plus hold a public
hearing at the State Capitol in Columbus for testimony from
state leaders.

The Commission also held hearings at the Adjutants
General Association of the United States summer meeting
in Greenville, SC, and plans to attend more conferences of
various associations throughout the summer and fall.

The eight commissioners - four appointed by the
President and four by the chair and ranking members of the
Senate and House armed services committees - represent a
wide range of experiences and expertise. Three served in the
Air Force: Janine Davidson, a senior fellow at the Center
for a New American Security and a former Deputy Assistant
Secretary of Defense for Plans, 2009-2012; Raymond
E. Johns Jr., recently retired commander of Air Mobility
Command; and Harry M. "Bud" Wyatt III, recently retired
director of the Air National Guard. The Commission's Vice
Chair, Erin Conaton, served as Undersecretary of the Air
Force as well as Undersecretary of Defense for Personnel
and Readiness, and F. Whitten Peters was a Secretary of the
AAFM Newsletter
Volume 21, Number 3
15
September 2013
Air Force but served in the U.S. Navy Reserve. Margaret

C. Harrell is a senior social scientist at RAND Corporation
where she is Director of the Army Health Program, and R.L.
(Les) Brownlee, a retired Army colonel, was both Under
Secretary and Acting Secretary of the Army. Chairman
McCarthy is a retired Marine lieutenant general and former
Assistant Secretary of Defense for Reserve Affairs.

The report they deliver to the President and to
Congress will take in the following considerations:

Current and anticipated requirements of the
combatant commanders

The appropriate balance between the active
component and reserve component and how to take
advantage of the unique strengths of both components

Ensuring both components have sufficient capacity
for homeland defense and disaster assistance

Sufficient numbers in the active Air Force to provide
a base of trained personnel for the reserve component

Providing a force structure that can meet the
operational tempo goals of 1:2 for the active component and
1:5 for the reserve component

Maximizing
and
appropriately
balancing
affordability, efficiency, effectiveness, capability and
readiness

As the Commission does its work, Chairman
McCarthy said, "Transparency is a key objective. We want
to make sure all stakeholders know what we are doing and
have a chance to provide input. We need to hear from key
stakeholders from a number of perspectives."

For more information visit the website, http://
afcommission.whs.mil. Send comments and inputs to Marcia
Moore, Designated Federal Officer, by mail at the National
Commission on the Structure of the Air Force, 1950 Defense
Pentagon, Room 3A874, Washington, DC 203011950, by
email at dfoafstrucomm@osd.mil, by phone at 703-5717057, or by fax at 703-692-5625.
Granite Marker in Foreground at Grand Forks Site
Minuteman Granite Markers

Member Bill Huey recently asked our members if
anyone could tell him - and the rest of us - what the granite
markers outside the fence at Grand Forks AFB, ND, Launch
Control Facilities (LCF) N-0 and O-0. It is one of those
questions that those of us who served there probably should
have known - but it took a while to find the answer.

Member Dave Fields, who lives in Missoula, MT,
and is not a missileer - but has a deep interest in our missile
systems - had the answer. Bill Huey gave Dave a one
year renewal on his AAFM membership for providing the
information.

It turns out that these markers were in place at every
Sylvania System LCF and Launch Facility (LF) at Grand
Forks and the Odd Squad at Malmstrom. Those markers
marked the location of the buried medium frequency (MF)
radio antenna that was used to send commands to the
Sylvania System LFs and to receive status reports back from
them. For techies, it was the AS-1660/F Antenna.

Bill says he was puzzled as to why the marker was
made of polished granite. Concrete would certainly have
been durable enough, but that granite still looks as fresh
today as it did almost fifty years ago.
Employment Opportunities for

Missileers

We occasionally get requests from some of the
Defense Contractors to post job notices on our site. Since
our newsletter is only published quarterly, we post these
notices on our web site on The Warble Tone and notify all
members who have a current e-mail address on our list about
the notices. If you arent on the e-mail list and want to know
about these job notices, e-mail us at aafm@q.com and we
will ensure you know about these employment opportunities.

Recently, we have listed opportunities from both
Lockheed-Martin and BAE systems, and many of you
responded to these job offers.
Col Tracey Hayes Accepts the 706 SMW Plaque
Wing Plaque Returned to Warren

Two members of the original Atlas missile wing at
FE Warren AFB, WY, recently returned a historic plaque
to the wing in a ceremony at the wing headquarters. 90th
Missile Wing commander Col Tracey Hayes accepted the
plaque from AAFM members Jim Widlar and Frank Waters.
They retrieved the plaque from another 706th Strategic
Missile Wing vet, David Herbert, who had saved it from the
trash when the Atlas wing closed almost 50 years ago.
AAFM Newsletter
Volume 21, Number 3
September 2013
Vandenberg 220 Power Supply
- By
SMSgt (Ret) John M. Smith, AAFM Mbr No L459, Cheyenne, WY.

The 220 Power Supply units have many stories,
since we never could understand if the 220 referenced AC
voltage or if it referenced the weight of the unit. As you can
guess, it was very heavy, and it was always to be lowered
downstairs with a 5 ton van hoist. But, individuals being
what they are, there were always people who claim to have
lowered this power supply by hand.

I was on a Minuteman I electromechanical team
(EMT) in 1967, which only had two individuals. One was
a Ballistic Missile Analysis Technician (BMAT) which was
also referred to as Brooms, Mops, And Trash or a 31, the
other individual was a Missile Maintenance Technician,
referred to as a 44. Their goals in life were that the BMAT
worked on everything electronic or electrical, and the MMT
worked on diesel power, and the environmental control
system. Thus, this team worked on everything that wasnt
the missile or airborne equipment.

We were at Vandenberg AFB, CA, during a followon operational test (foot) shot from the host wing. A task
force from the wing went to Vandenberg and installed the
missile, and then our wing operations crews launched the
missile. We had installed the missile and started up the site,
which was running fine when it shutdown with a coupler
fault. The faults were reported on the Voice Reporting
Signal Assembly (VRSA). We replaced the coupler drawer,
and performed a coupler test. As wee got ready to dispatch
to the site, our maintenance NCOIC decided to go along
to watch the maintenance task. Our managers had cross
trained into Minuteman I, so they never knew much about
our maintenance, so they dispatched with us to learn.

When we arrived at the site, it had been raining pretty
hard, so everything was wet. We got the 5 ton van backed
up to the Personal Access Hatch (PAH), and lowered the
coupler test set, by hand, which wasnt much of a chore as it
wasnt very heavy. Next, my team chief wanted to lower the
220 Power Supply down the PAH, by hand, on a rope, but he
didnt want the NCOIC to catch him. The NCOIC and I had
gone below to catch equipment, so my team chief now had
the power supply by the J-ladder ready to be lowered.

I had already received the coupler test set, and
moved it over on the metal suspended floor, and then sat
down on it waiting for the power supply. My team chief
couldnt get the power supply over onto the J-ladder, so he
yelled for me to get up there to help him. With the power
supply now sitting on the J-ladder, I went back downstairs.

After a few cuss words, I heard a scream from
topside, and assumed my team chief had fallen down the
PAH until his safety belt had stopped his fall. I pictured my
team chief almost broken in half backwards from the safety
16
belt stopping his fall. I looked up the hole, and my he was
laying backwards down the hole with his feet caught on the
ladder, and his hands against the PAH wall. It was so funny I
backed up onto the suspended floor and fell backwards over
the coupler test set. It knocked the wind out of me, and there
I was laying on my back trying to laugh, but couldnt get my
breath. The NCOIC came over and thought I was hurt, so he
was trying to get me up, and all I could do was point to the
PAH shaft and laugh.

I had to get up the ladder, and help the team chief get
straight on the ladder. His safety belt hadnt caught him, but
he caught himself before the belt stopped his fall. We got
him out of the PAH, bruises and all, with paint chips, from
the PAH wall under his fingernails on both hands. He was
trying to dig the paint out from under his fingernails as the
NCOIC came up the ladder. We complained about the van
not being positioned right for lowering the power supply,
which we had moved off the J-ladder, before the NCOIC
came up the ladder.

We repositioned the van, got the power supply
connected to the hoist, and had the NCOIC go downstairs
to catch the power supply. My poor team chief had great
trouble getting down the ladder, as he was sore everywhere.
It was his last time ever trying to lower that power supply
down the PAH, on a rope.

This story should end here, but one last thing about
Vandenberg. It seemed we always experienced weird and
unusual problems at Vandenberg that were never seen at
our home Base. We put in the new coupler drawer, and
performed the checkout test. The new drawer failed the test,
so we put in the old coupler drawer, and tested it. The old
drawer passed the checkout, and we restarted the site. The
site stayed up for our specific soak time, and the missile
launched as scheduled.
Last Launch, Going Home
I was standing alone on a hill one night,

when I noticed in the sky, a beautiful but strange light.
It was bright and pure white, as a star in the night.
In a long curving arc with what appeared to be
riding at its point, a single star, super bright:
it shot across the sky like a rocket in flight.
I wondered to myself what could this light be,
when I heard a voice out of nowhere saying to me:
be not afraid, not to worry, no need for fright,
for you see, I will tell you of this light,
and then shall it always be known,
tis light, you see, is just another missileer going home,
out across the endless sky, to heaven and to glory,
just another missileer going home...
A poem by John Kiereck, AAFM Mbr No A2814, Rochester,
NY. He also provided the original idea for our special 50th
Anniversary of the Cuban Missile Crisis patch last year.
AAFM Newsletter
Volume 21, Number 3
September 2013
A Word from the Association

2014 National Meeting - We are now one year away from
our next national gathering, this time in Shreveport, LA, 1317 October 2014. Your executive director has already made
two visits to the area to select the hotel, set up tours, dinners
and other events and coordinate with the folks at Barksdale
AFB and AF Global Strike Command. We will visit again in
November, finalizing all the arrangements and making sure
all the bases are covered.

The 2014 meeting will be a little different in a couple
of ways. We are, for the first time, staying in a Casino/Hotel
- a superb facility across the river in Bossier City, LA, not
far from Barksdale. Rooms and all facilities are very nice,
and the casino is handy for those who have asked before for
gambling. We got a very good rate, especially considering
that we get a full buffet breakfast for two each morning. We
did adjust the schedule to accommodate the hotel, starting
this time on Monday and ending on Friday. That lets the
hotel have the weekend available for the big spenders.

We will have some great local and base tours, some
excellent Cajun food and good barbecue, and some superb
speakers, as usual. Registration is now open - see the back
page of this newsletter.
AAFM, You and the Internet - Many of our members
are very involved with the internet, email and social
media, others are not at all. For those of you who are only
occasional, or seldom, users, you need to know that AAFM
is using our web page, email and our Facebook page to post
information that is too volatile for the quarterly newsletter.
We recently updated and expanded the Warble Tone
section of afmissileers.org, the immediate update portion of
our web page. The Warble Tone now has several sections,
including late news, reunions and meetings, Taps for
missileers, employment openings, member and researcher
requests for information, missile heritage grants, national
meeting updates and information about new items available
for missileers and collectors. We send out email notices
for important information, like the two recent contractor
requests to pass along information about jobs available for
missileers. But, email addresses in our address book arent
always your most current - or the message bounces for some
other reason. We recommend that you take a look at the
Warble Tone every few days, since it is updated every time
we get new information for any of the sections.
Missile Heritage Grants - applications were mailed recently
to 38 museums for our 2013 grants. If you are involved
with one of these museums, make sure they complete the
application. If you are aware of a museum we missed, let us
know and we will send a form.
17
Letters to AAFM
Address letters to AAFM, Box 5693, Breckenridge, CO
80424, or send by e-mail to aafm@afmissileers.org. Letters may be edited to fit - content/meaning will not be
changed.
Small ICBM - I was at Det 2, Hq SAC/BMO when we sent
the SICBM north to cold soak for a winter. We were sitting
in a staff meeting with Gen Ed Barry, telling him we couldn't
sign off on the unit until it had spent a winter in the cold. He
turned to the program manager, asked "How much? " "$1
million," was the reply. Barry said do it! Watched him
spend $1 million in less than 30 seconds. There were two
systems that competed. The second unit had a Caterpillar
tractor and a Martin Marietta missile carriage system. It was
a time of milk and money at BMO. Col (Ret) Quentin Thomas,
AAFM Mbr No A1803, Woodstock, GA.
Marshallia Ranch and Brig Gen Fall - I had no idea of

Gen Falls roll in building the golf course at Vandenberg,
but was not surprised with the inventiveness and
determination he brought to the task. Brought back those
fond(?) remembrances certifying in the MPT in the middle
of the night. I had a great deal of respect for the man and
understood his sense of responsibility to get the best out of
his crew members. We worked hard, but no one worked as
hard as he did. Occasionally, on a Sunday afternoon, the
Command Post would call me with an invitation to meet Col
Fall at the gymnasium for a few games of handball. I usually
tried hard to lose without appearing to do so. Near the end
of my tour, he tried to assign me to Technical Engineering,
but the Military Personnel Center wouldnt buy it as they
wanted this navigator to start earning his flying pay in an
AC-130 Spectre Gunship at Ubon RTAFB, Thailand. Im
not sure how I was given the intervening Boeing Education
With Industry assignment before Thailand. After that, it was
Armed Forces Staff College and then SAMSO at Norton.
While logging some flying time while at Norton we landed
to refuel at Warren, I think. I saw Gen. Falls picture on a
wall at Base Ops and gave him a call to say hello. We had
a nice exchange, which was the last time I talked to him.
Quite a guy. Col (Ret) Bill Fedor, Mbr No L159, Surprise, AZ.
More Marshallia - Considering the source of the story, Im
sure you accurately outlined how the Vandenberg golf course
was actually designed. But, how it was actually built? Im
sure the good General said and believed he actually built it
himself. There had to be a group of civil engineering NCOs,
civilians and officers that took the dynamic lead of building
a team environment that got the effort done right. Exactly
who they were? I dont know. Im sure the good General
walked the grounds daily with commands and orders as he
personally tried to supervise the entire effort. The truth is
AAFM Newsletter
Volume 21, Number 3
18
September 2013
that Mr Baldock probably made many trips to Vandenberg

and had an excellent relationship with the civil engineering
people who actually managed the entire project. Lt Col (Ret)
Chuck Gordon, A1994, Centennial, CO.
As we said in the article, Gen Fall wouldnt give me his

written version of the story of Marshallia, because he
didnt have the names of the civil engineers who were the
real workers on the project - and I assume that $1,000 that
Mr Baldock asked for helped fund his visits. Of course,
back in the days of self-help projects I know that a whole
lot of Vandenberg folks were involved in building this great
golf course.
One More Marshallia - I wanted to tell you how much I
enjoyed the article on old Marshallia Ranch. I didnt know
Gen Fall had a hand in building that course and the pictures
you had in the article brought back great memories. During
the many trips to Vandenberg, I played the course a lot when
we went there for training and then later when I worked for
TRW and then Northrop Grumman. I actually parred every
hole on the course over the years, but the toughest hole for
me was 16, the long, uphill, into the wind, par 4 with the
sloping green. It was the last hole I parred and I did it with
a long putt in a driving rain that we got caught in but we
just had to finish the round. I have a few sons-in-law and
a grandkids who golf, and I tell them about Vandenberg all
the time. I tell them that it is one of the most beautiful and
toughest Golf Courses anywhere and I promised to take
them there one day. After I show them this article I think
they will really want to come with me. Getty George, Mbr No
L0072, Riverside, CA.
Missile Maintainers. Missileers

and Facebook
For those of you who are into the social media

world, AAFM has a Facebook page at www.facebook.
com/AFMissileers. A number of you have joined us on
our page. Board Member Bob Kelchner has found some
other very good Facebook pages, mostly focusing on ICBM
maintenance. One is the ICBM Missile Maintainers and
the other is Malmstrom AFB, past, present, and future. You
will find several other links to other missile-related pages on
these two.

Your Executive Director doesnt spend a lot of time
on the social media pages, even our own Facebook page,
so if there is a member who wants to act as the AAFM
Facebook Expert let us know.
2014 National Meeting Registration

Inside Back Cover
Minuteman III - Current Colors - Limited

Numbers Available

AAFM has a few models of the Minuteman III in the
current real colors available for immediate shipment and
for a reduced price of $175. You can order by mail with a
check or go to the Store/Donations area of our web page at
afmissileers.org and order online using Paypal and a credit
card. Dont delay - only a few are available.
Original Manufacture Missile and Combat

Crew Badges

Member Ken Fisher has donated a number of Combat
Crew and Basic Missile Badges that he had made by Best
Emblems, one of the original suppliers for official uniform
items. These badges are in the original packaging we saw
at the Clothing Sales store. The badges are in the original,
nonshiny pewter finish. Go to the AAFM Donations/Store
area for more information. Each badge is available for a
donation of $15.
Taps for Missileers
Col (Ret) Joe Cerny, an AAFM member, served in Titan II

as commander of the 390 SMW, Davis Monthan AFB, AZ,
and Minuteman in the 321 SMW, Grand Forks AFB, ND,
and at 15 AF, March AFB, CA. He lived in Littleton, CO.
Former 1st Lt Herbert D. Gordon, an AAFM Member,
served in Atlas in the 389 SMW, Warren AFB, WY, and lived
in Sewickley, PA.
Sir Reginald Edward Wynyard Harland, a retired Royal
Air Force Air Marshall, was one of the first RAF officers
in the ballistic missiles program and a member of General
Schrievers Old Timers group, serving in Los Angeles with
the early WDD/BMO organization.
Maj (Ret) Charles S. Kaczor, an AAFM Member, served in
Atlas in the 556 SMS and lived in Waterford, CT.
Maj (Ret) Manuel Mejia, Jr., an AAFM Member, served
in Minuteman in the 90 SMW/MW, Warren AFB, WY, in
space operations and communications, at SAC, AFCC and
EUCOM, and lived in Sterling, VA.
Maj Gen (Ret) Jack L. Watkins was Commander, 1
STRAD, Vandenberg AFB, CA, and Vice Commander, 15
AF. March AFB, CA, and lived in Santa Maria, CA.
19
Donate to AAFM Missile Heritage and Enlisted Recognition Funds

Select logo and collectors items from below for your donation
Missile Badge and Space Badge lapel pins - silver, inch and quarter
Circle Choices - $5 each or any 6 for $25
Total Amount for Missile Badge and Space Pins $______
____
____
____
____
____
_____
_____
Indicate Quantity of each
____
_____
AAFM Lapel Pin

$5 each or 6 for $25
Quantity ___Total $____
AAFM Golf Cap

$15 EACH
Quantity ____ Total $______
AAFM Dress Shirts

Call or email for style, colors, sizes and
prices or visit our web page for details
and to order. Price and availability vary.
SAC Lapel Pin

Total $______
Guardian Challenge Coins

2006 _____ 2008 _____
$5 each
Total $______
AAFM Golf Shirt

Blue___ White__
S-$25 M-$30
L -$35 XL-$35
Other sizes available
AAFM Brief Case
$10 each Total $______
AAFM Patch
Quantity ____ Total $______
Subterranean Sentinels Patch
Quantity ___ Total $______
Reproduction Patches
Made for reunions and donated to AAFM
$10 each Total - $______ (indicate choices)
Minuteman II
100 and 200 Alert Pins
$5 each 100___ 200___
Total $_______
AFSGC
Challenge Coins
$5 each
2010 ____
2011_____
2012 _____
Total $______
The first Minuteman Alert - Alpha 06 - 26 October 1962 - 341st Strategic Missile Wing
by Warren F. Neary

and the
Cuban Missile Crisis
The original painting was dedicated at a ceremony on 13 October 2002 at Alpha-06 by the Association of Air Force Missileers and the 341st Missile Wing,
during a commemoration of the 50th anniversary of the Cuban Missile Crisis and the first Minuteman on alert. The painting now is displayed in the headquarters of the 341st MW
A Collection of Personal Reminisinces from Missileers and

others who Experienced the
Cuban Missile Crisis of 1962
Edited by AAFM Member David W. Bath
341 SMW ___ 341 MIMS ___ 321 OSS ___ 6555 ATW ___ SAC with Stripe ___
AAFM Coin - $10 each

Quantity _____
Total $______
2012 National Meeting
Cuban Missile Crisis and
First Minuteman Alert
Commemoration
Lapel Pins
$5 each ___ or 3 for $10 ___
Total $______
Commemorative Patch
$10 each _____
Total $_____
Print - A06 Alert
$15 each _____Total $_______
Missileers and the Cuban Crisis
Book - Stories by Members
$15 each ____ Total ______
DVD - Briefings and Talks
$10 each ___ Total _____
Donate to AAFM Missile Heritage and Enlisted Recognition Funds

Select logo and collectors items from below for your donation
AAFM CD Collections - for research and historical use only - Photos, Tech Orders, articles, publications, other
data - For example, Atlas is 8 CDs of data
- CIRCLE CHOICES
AAFM and Historical Data CD set - $10
Atlas CD set -$10
Competition and Peacekeeper CD set - $10
Early and Airlaunched CD set - $10

GLCM CD set - $10
Matador and Mace CD set - $10
Minuteman CD set - $10

Titan CD set - $10
All Eight CD sets - $50
AAFM DVD Collections - for research and historical use only - Collections of films and videos from various sources,
including documentaries that AAFM advised on
CIRCLE CHOICES
AAFM Historical DVD set - $10
Air Force Space DVD set - $10
Atlas and Titan DVD set - $10
Competition DVD set - $10

Early/Airlaunched DVD set - $10
GLCM DVD set - $10
Bill McKees Cartoon Book, Missile Business - $5
Minuteman DVD set - $10

SAC DVD set - $10
All eight DVD sets - $50
Greg Ogletrees History of the Missile Badge - $5
1998 AAFM Book, Air Force Missileers - $30
SAC Memorial DVD - Dedication at Dayton - $10

Randy Mayse signed print for Malmstrom 25th Anniversary - TE on site - $25
Signed/numbered Art Project Print Countdown - 5,4,3,2,1 - $20
The Groobers Missile Music CD - - $10
Bob Wyckoffs Collection of Poems - printed on photo paper for framing with background graphics - $10
Olympiad, The Unsung, Elegy to a Silo Queen, Birthright, Excellence, Liftoff, Cold War, Victors in the Cold War, Missile
Maintainers plus AAFMs We are Missileers For the poem Missileer - choose graphics preference - one, more or all
Original Missile Badge - Basic Senior
Master
Missile Badge with Ops designator Basic Senior Master
Space Badge Basic Senior
Master
Missile Models - Minuteman I, II and III models - available in white or real colors. Delivery time about two months
$200 each - call AAFM for details and to order or go to our web page to order.
New Manufacture Original Missile Badges or Combat Crew Badge
Note finish and sizes available below - NS is Non-shiny, CF is chrome finish.
FS - full size SS- smaller size for shirt outer wear
$10 Each Total $______
1 - Basic, No Ops Design - NS FS____ SS ____
2 - Senior, No Ops Design - NS FS ___ SS ____
3 - Master, No Ops Design - NS FS ___ SS ___
4 - Basic, Ops Design - NS FS ___ CF SS ____
1
2
3
4
5
6
5 - Senior, Ops Design, not available
Combat Crew Badge 6 - Master, Ops Design - CF SS _____
Official Chrome Finish badges, any of the six in either full
NS FS
$10 Total $_______ size or shirt size available by special order, $15 each.
Order and Pay on-line at the Donations/Store area on our web page
Books and Special Collectibles (pins, prints, etc.) also shown there
Complete the form below and send your check to AAFM to the address below - shipping included
Name:
Address:
City, State, Zip code:
Total Donation
Association of Air Force Missileers, PO Box 5693, Breckenridge, CO 80424
AAFM Eleventh National Meeting, Shreveport, LA, 13-17 October 2014

Meeting at the home of Air Force Global Strike Command
Register On-Line, and use a Credit Card, at http://afmissileers.org on the Reunions and Meetings Page
Registration - You must register using the form below no later than 12 September 2014. SORRY - NO WALK-INS
Reservations - Make your hotel reservations directly with the Diamond Jacks Hotel and Casino, across the river in Bossier
City, ensuring you say you are with Air Force Missileers. Rate is $90, including breakfast for two each morning. You must
make reservations before 5 September 2014. Call 866-552-9629.
Not Staying at the Hotel? - If you are staying in a motor home, other hotel or with friends, or live in the area, you can attend
any or all of the events. Complete the reservation form for the events you would like to attend.
Hospitality Suite - Open every day when no other activities are scheduled, with snacks and refreshments. Registration fee
covers suite operation and mementos.
Attire - Casual dress for all events. Banquet business casual (open collar shirts, coats optional, no jeans)
Refunds - Registration fees can only be refunded if you cancel by 5 September 2014. Inform us immediately if you have to cancel.
Special Needs - Let us know of any special diet needs, handicapped access, etc.
Schedule of Events -
Monday, 13 October - 1300 - Registration, Hospitality Suite open

1800 - Welcome Reception - Stand up buffet and pay as you go bar, $27 per person.
Tuesday, 14 October
0700 - Breakfast (included in room rate)
0830 - Depart hotel for tour of Barksdale AFB - lunch on base - $30 for bus and lunch.
1800 - Dinner at the Ralph and Kacoos - Cajun Specialties - $30 per person including bus
Wednesday, 15 October
Golf Tourney (Barksdale AFB) - depart from hotel at 0800 - $60 per player for golf, cart, range balls, box lunch and prizes
Tour of Shreveport attractions, including Norton Museum, Mardi Gras Museum, Red River Center and River Cruise, lunch at
Silver Star BBQ. Depart for tour at 0830, return to hotel at 1530, $65 per person.
1630 - Dinner at the hotel - Italian Buffet - $30 per person
Thursday, 16 October
0900 - General Membership Meeting
1100 - Board of Directors meeting - open to all. Lunch on your own.
1200 - Optional Town Tours - $25 per person - Alligators and Friends and Rose Garden.
1800 - AAFM Banquet with featured speaker and special program. - $36 per person, choice of prime rib or chicken
Friday, 17 October 0700 - Breakfast (included in room rate), Depart hotel
Registration Form - 2014 National Meeting
Mail with check to AAFM, PO Box 5693, Breckenridge, CO 80424
Name______________________________________
Address____________________________________
City, State, Zip_______________________________
Phone_____________ Number Attending________
Spouse/Guest Name___________________________
Arrive_____________ Depart______________
Special Requirements_________________________
(Enter names as preferred on name tags)
_________________________________________________
Saturday Banquet choices - Prime Rib ____ Chicken____
Number Amount
Registration fee - $15 each _____ _______
Reception Buffet - $27 each _____ _______
Tuesday Tour - $30 each _____ _______
Tuesday dinner - $30 each _____ _______
Wednesday Tour - $65 each_____ _______
Golf Tourney - $60
_____ _______
Wednesday Dinner, $30
______ ______
Optional Thursday Tour - $25 ______ _______
Banquet - $36 each
_____ ______
Total Amount ______________
For Base Tour

For Active/Retired Military with ID card - Full name and SSN for each
Member___________________________________ SSN _________________________________
Guest______________________________________ SSN
____________________________________
For those without active/retired ID cards, Full Name, State Drivers License No and last four digits of SSN
Member_________________________________ DL No__________________State_______SSN Last Four_____________
Guest ____________________________________DL No __________________State _______SSN Last Four ____________
Association of Air Force Missileers

PO Box 5693
Breckenridge, CO 80424
Address Service Requested
NON PROFIT ORG

US POSTAGE PAID
Leesburg, FL
34748
Permit # 1040
Reunions and Meetings

390th SMW Reunion - 24-27 September 2014, Branson, MO, Chateau on the Lake. Contact Susan Lasher, redsnooty@
comcast.net.
455/91 MIMS, Minot, will join AAFM in Shreveport for their unit reunion. Contact Larry Cooney at cooney.larry@
gmail.com.
556 SMS Association (Plattsburgh AFB), 18-21 October, 2013, Four Points by Sheraton, San Antonio, TX. For more
information contact Bruce Raleigh at braleigh@wowway.com.
Strategic Air Command Airborne Command Post Association (SAC ACCA) - 25-29 June 2014, Rapid City, SD,
Rushmore Plaza Holiday Inn, Contact Rod Berlin, 937-469-5473 or 937-431-6878, rodney.berlin@ngc.com.
Association of Air Force Missileers 2014 National Meeting -Shreveport, LA - 13-17 October 2014 at Diamond Jacks
Casino/Hotel, with tours of Shreveport and Barksdale AFB. Registration form and details on the inside back cover.
Get your reunion and meeting notices to AAFM as early as you can - we will post them on our web site and include them
in the newsletter - and consider holding your next reunion with us at our National Meeting in 2014.
AAFM is a non-profit, tax-exempt organization under section 501c(3) of the IRS Code. The Newsletter
is published quarterly, printed by Leesburg Printing, Leesburg, FL.
Board of Directors President - Gen (Ret) Lance Lord, Monument, CO Vice President - Col (Ret) Bob Mattson, Cheyenne, WY
Secretary - CMSgt (Ret) Mike Kenderes, Santa Maria, CA Treasurer - CMSgt (Ret) Bob Kelchner, Torrance, CA
Maj Gen (Ret) Don Alston, Cheyenne, WY
CMSgt (Ret) Joe Andrew, Marlboro, MA
CMSgt (Ret) Hank Habenick, Cottage Grove, OR
LtGen (Ret) Jay Kelley, Larkspur, CO
Maj Gen (Ret) Tim McMahon, Colo Spgs, CO Col (Ret) Patricia Fornes, Omaha, NE
Maj Gen (Ret) Bob Parker, San Juan Capistrano, CA
CMSgt (Ret) Mark Silliman, Haughton, LA
Executive Director - Col (Ret) Charlie Simpson
Association of Air Force Missileers, PO Box 5693, Breckenridge, CO 80424

970-453-0500
www.afmissileers.org
aafm@afmissileers.org or afmissileers@msn.com or aafm@q.com

Sept 13 Air Force Missileers Newsletter

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Sept 13 Air Force Missileers Newsletter

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What is the purpose of the Association of Air Force Missileers?

What is the purpose of the Association of Air Force Missileers?

What events are highlighted for their 2014 National Meeting?

What events are highlighted for their 2014 National Meeting?

Air Force Missileers

The Quarterly Newsletter of the Association of Air Force Missileers

Victors in the Cold War

Special Purpose Vehicles, Part II

Association of Air Force Missileers

Complete and mail to:

Member Number _________________

Missile Systems and Units

ALCM___ ACM___ AAMRAM___ RPV/Drone___

HqARDC/AFSC___ WDD/BMD/BSD___ HqAFLC ____ AMC___

NAF 2___ 3___ 5__

Vandenberg Units 1MslDiv___ 1STRAD___

Other Units ___________________________________

Missile/Space Competition Participant___ Years____________

Commander -Sqdn___ Group___ Wing___ Other_____________

Air Force Missileers

The Quarterly Newsletter of the Association of Air Force Missileers

Victors in the Cold War

Special Purpose Vehicles - Part II

More of the Unique Mobile Equipment Developed for Missiles

The Basing Journey

Membership Program for Active Duty Enlisted Missileers

modernization which included development of a new, small,

Enter Rail Garrison

The Development of Rail Garrison

SAC Staff rides with UP in Omaha

The PK Transporter - The Missile Car

SAC Team with Burlington Northern Hi-rail Vehicles

Available Track Routes

The Operational Concept

Titan II RV Truck with RV Covered for Convoy

The Peacekeepr Communications System

garrison, and the trains could be vulnerable to attack at choke

Peacekeper Physical Security Concept Diagram

locating the PBMs to update the PKs inertial guidance set

Testing the Ops Concept

Operarions Concept Briefings

The End of the Cold War

The First Rail Garrison Locomotive.

A True Collectors Item. Courtesy of Gary Emmons

Profile of the TEL with US Tractor

The Thor Transporter Erector

1959 to 1963 the Royal Air Force (RAF)

Thor TEL from Douglas Technical Manual

trailer would not ground.

TEL and Tractor as Tested by British MVEE

Profile of the TEL with UK Tractor

were SAC crews undertaking route marking for the bomber

TEL Delivers a Thor to RAF Feltwell

called to duty the erector raised the missile through 90

Terracruzer, Trnnslauncder and a Mace Missile

The Mace Terracruzer

Mace with Translauncher Erected

first American to go into space. We were at the pad 21/22

An Air Force Snowcat built by Thiokol, Similar to Those

ALCM_ ACM_ AAMRAM_ RPV/Drone_

HqARDC/AFSC_ WDD/BMD/BSD_ HqAFLC __ AMC_

NAF 2_ 3_ 5__

Vandenberg Units 1MslDiv_ 1STRAD_

Missile/Space Competition Participant_ Years__________

Commander -Sqdn_ Group_ Wing_ Other___________