Second Quarter 2014

O.D. NEWS
The Newsletter of the Military Vehicle Collectors of Colorado
A Founding Chapter of the Military Vehicle Preservation Association
Volume 39
Issue #2
Ron LiButti from the Saint Patrick’s Day Parade Photo Collection
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From the command post
I hope all of our Club Members had an enjoyable
Summer! It’s been an active year for the MVCC with
Phil
numerous events, now it’s time to wind down and enjoy the only activity left, our Club Christmas
Party. This year’s events have been spread across
the Front Range offering Club Members the opportunity to participate in events closer to home thereby
avoiding long trips. However, I have noticed that
event participation has predominantly been the same
core group of regulars far more often than not. I’m
quite surprised and also disturbed by this trend. With
approximately 100 members in the Front Range, I
would expect that we’d see more members turn out,
and not just the 10 -15 MVCC regulars. Reflecting on prior years, we have always
had far more members participating in events on a regular basis. As military vehicle
collectors, we own and restore our vehicles not only to preserve rolling military history, but in large part for the enjoyment of driving them, displaying them, and educating the general public about our vehicles and their history. We have next year’s
calendar of events to look forward to, and I truly hope that some of our MIA’s start
participating. Nuff said?
The Club Officers don’t have a monopoly on identifying events of interest, nor do they
have the market cornered on being the event Point of Contact. If you have an idea or
know of an event in your local area, please let us know! If you’d like to try your hand
at being an event POC, step up and let us know.
In closing I want to thank our regulars for their commitment to the Club. Hope the
list grows going forward!
Phil
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Vice president’s dispatch
First and foremost I must thank everyone who showed
up for the 2014 Rocky Mountain MV Rally. In spite of the
location change, some iffy weather and being out of the
metro area we had a pretty good turnout. And I think
overall the group had a lot of fun. It was great meeting
new and potential members and hanging out with old
friends. And despite the forecast the rain wasn't much of
an inconvenience.
On to something more serious, and that is the viability of
our hobby. As everyone knows by now the supply of
new vehicles, equipment and parts was stopped cold for
a few months thanks to a handful of bureaucrats not liking the thought of emissions from our gear. So prices
spiked while some paper pushers talked over whether or
not the EPA would allow us to keep getting new trucks. Luckily, bureaucracy managed
to make the right decision for once when they concluded that the EPA exception granted
to the military when these vehicles where manufactured carries over to any secondary
owners, in other words us.
So all is well that ends well? Short term, of course. Long term, maybe not. Once a
question has been asked out loud it tends to rattle around in the heads of the wrong
folks. With other news events causing those same wrong folks questioning other
groups getting surplus military gear I suspect we are a long way from hearing the end of
this discussion. And on-going discussions tend to expand in scope. After all when was
the last time you heard a regulator argue for less rules and regulation?
How long until they make another run at stopping the surplus sales either because of
bad press about surplus military equipment or some misguided dislike for this type of
equipment? While it is easy to assume this just means no more new trucks, once these
vehicles are singled out it how hard would it be for them to tighten emissions or safety
regulations enough that we cannot pass inspections? Once regulations start rolling it's
very difficult to stop it. Our best defense against any such move is a good offense. And
by that I mean first and foremost being aware of the public image we project when driving, displaying or showing our vehicles. And second we should put effort into getting a
change in Colorado law to officially allow all former military vehicles that are representative of their service to be registered as Collector Vehicles.
Brendan
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Chain of command
Phil Movish, President
Cell: 720-413-4626
Brendan Johnson, Vice President
Cell: 720-413-9912
Phil Curry, Treasurer
Residence: 720-733-1024
Jonathan Hoffmeier, Secretary
Residence: 303-622-6274
carol hoffmeier, Women’s auxiliary
Residence: 303-622-6274
editor’s sitrep
This year’s Rally was a great success! Our beautiful campsite was at
Wilderness on Wheels (WOW) Campground, just a few miles west of the
town of Grant on CO-285. Brendan and I met Barbara Cramer at the Wing’s
for Warriors event in Wheat Ridge back in May. She is on the Board of Directors for WOW, and asked us if we’d like to do some repairs for them.
Brendan and I agreed and relocated the Rally site. About 20 people attended, and even some new Club Members decided to come up and give us
a hand. I pulled the Club’s MKT up the hill with Brendan and Amy Johnson
following close behind to prevent someone from rear-ending me with my
slow, but sure uphill progress. Amy Barnes, Amy Johnson, Kathy Raasch
and Carol Hoffmeier prepared and served all of their planned, tasty meals
from the Club’s MKT which performed flawlessly again. The crew repaired
the boardwalks, tent platforms, a golf cart and even did a little plumbing.
Barbara and her husband Bill were very happy with the tasks the Club
completed.
Army life was rough. Would you believe it, they actually wanted me to pitch three
times a week.
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Whitey Ford
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Personal 201 file
Born:
. Philip Jay Movish in New York City on January 16, 1950. I grew up in Greenwich, Connecticut. I
never saw much of my father as after his AAF service in WWII flying a B-17, as a PhD chemical engineer, he spent the majority of his time developing chemical/biological weapons at Ft. Detrick, MD or
killing sheep at Dugway Proving Ground in Utah. I started collecting military vehicles at age 16. My first
vehicle was a 1944 Willy’s MB which I drove through high school. Without a top it was lots of fun driving
it to school in Connecticut winters! After graduating high school I attended Florida Institute of Technology initially studying aerospace engineering (I wanted to work for NASA back then!). However I decided
to take some time off from college. My timing was not the best, as shortly after dropping out of college
I was drafted into the U.S. Army. I had the distinct honor of being No. 32 in the first draft lottery- then
a one-way ticket to Vietnam! Instead of kicking around I found myself at Ft. Dix for basic training. My
military career ended shortly thereafter as a result of an accident and medical disability. I decided to
change my career direction and completed my degrees in electrical engineering at the University of New
Haven and graduate studies in Finance at Yale University.
My first career position was with the United Illuminating Co. where I was assigned to the Test Engineering Dept. involved in startup and testing of high voltage transmission lines, generating stations and substations. I transferred to the System Planning Dept. and performed transmission and generation planning studies. After six years, I moved to the Nebraska Public Power District where I was responsible for
planning a 1500 mile EHVDC transmission line between Manitoba, Canada and Nebraska.
In 1979 I began my career in utility consulting which continues to this day. Since that time I’ve worked
for two international consulting engineering firms where I held the positions of Manager – Generation
Services, Executive Consultant, and Director of International Business. I’ve worked in 41 countries as of
last count, and for some time was based in London and Sydney. My consulting specialties include transmission and generation planning, utility financing programs, rates and cost of service studies, contract
negotiation and provision of expert testimony on utility matters before state and federal agencies and in
courts of law. I had the honor of being an expert witness against Enron in nine major federal court
cases.
In late 1992 I moved to Denver and became an Owner/Partner of Energy & Resource Consulting Group,
LLC, where I continue to consult for electric utilities, utility regulators, law firms, financial institutions
and insurance companies on operational, regulatory, financial and contractual matters. I am also a certified appraiser specializing in utility and heavy industrial equipment.
I am blessed to have four wonderful children: Bill (London), Andrea (San Francisco), Charles (Fair Oaks,
CA) and Elizabeth (Citrus Heights, CA). I’m still waiting for grandchildren however! I am also blessed
these days to have Jennifer as the love of my life!
I’ve had the honor of being the President of the MVCC for a number of years. No-one else seems to
want my job!
My current roster of vehicles:
1954 M43 USAF Flight Line Ambulance
1970 M35A2 Troop/Cargo Truck
1974 Swiss Army Steyr 710M Pinzgauer Troop/Cargo Carrier with 1.25 Ton Cargo Trailer
1975 Swedish Military TGB-1313 Command/Communications Truck
1993 USMC M998 HMMWV
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Club history
I was perusing through some old Club newsletters given to me by Member Fred LaPerrierre, and
thought it would be interesting to reprint a page here. We have sure come a long way in our newsletter publishing, as our old newsletters look like they were printed using the antiquated
“Mimeograph” method. The following is a verbatim copy of the minutes from the March 1988
“Rocky Mountain Newsletter”, the forerunner of the OD NEWS. During this time we were referred
to as the Rocky Mountain Military Vehicle Historical Society, or RMMVHS. I’m sure some of you “old
timers” will remember some of these folks and the events. Enjoy!
Minutes from the February 5th meeting:
The meeting started at 7:50 p.m., lasted 1 hr. 10 min. and was followed by an exceptional slide show by Russ
Morgan about his trip to Truk Lagoon.
Andy Beck had challenged the weather and brought his 1943 GPW for display in the gym.
Subjects covered in the meeting:
1.
2.
3.
4.
St. Patrick’s Day Parade
Association for Living History & RMMVHS get-together at Watson’s Soda Fountain. It’s a date!
Association for Living History & RMMVHS working together to restore some of the artillery pieces in
front of some of the V.F.W. halls in exchange for the use of the equipment for our parades.
OCC Report: Jeff Bombay
A. Swap Meet, need 10 volunteers to help.
B. Cost of trophies at car shows.
C. State is talking about dropping the Collector Series “exempt” status in the emission program.
The Executive Committee: Andy Beck, Eric Englehard, Lawrence Eddy and Wally Fryer.
Newsletter Editor: Mike McCoy
Board of Directors: The Executive Committee and Directors-At-Large, Ernie Stumpf and Russ Morgan.
Old Car Council Rep: Jeff Bombay; alternate, Roger Condron.
Feature article for April issue of the newsletter will be written by Dick Manyik.
Committees:
Sign: Tracy K., Roger C., Chester K., Andy B.,
Activity: Jeff B., Roger C.
Use of Firearms, uniforms, etc.: Dick M., Rob B., Wallie F.
1989 IMVCC Convention: Fred C., and ???
Munchie box for March is Ernie Stumpf, THANKS, Ernie!
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Military humor
A friend of mine at work was a C-5A and C-141B Crew Chief for 10 years. She tells me this stuff
really happens. Real write ups in Air Force “781" Aircraft Maintenance Forms, and the
"innovative" solutions of Air Force aircraft maintenance technicians:
Problem: "Left inside main tire almost needs replacement."
Solution: "Almost replaced left inside main tire."
Problem: "Test flight OK, except autoland very rough."
Solution: "Autoland not installed on this aircraft."
Problem: "The autopilot doesn't."
Signed off: "IT DOES NOW."
Problem: "Something loose in cockpit."
Solution: "Something tightened in cockpit."
Problem: "Evidence of hydraulic leak on right main landing gear."
Solution: "Evidence removed."
Problem: "Number three engine missing."
Solution: "Engine found on right wing after brief search."
Problem: "DME volume unbelievably loud."
Solution: "Volume set to more believable level."
Problem: Dead bugs on windshield.
Solution: Live bugs on order.
Problem: Autopilot in altitude hold mode produces a 200 fpm descent.
Solution: Cannot reproduce problem on ground.
Problem: IFF inoperative.
Solution: IFF inoperative in OFF mode.
Problem: Friction locks cause throttle levers to stick.
Solution: That's what they're there for.
Neither the Army nor the Navy is of any protection, or very little protection, against aerial raids.
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Alexander Graham Bell
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Honoring George T. Sakato
For the Veterans Day Parade in Denver, the MVCC, specifically Gordon Callahan,
had the great honor of transporting George Sakato a 93 year old Congressional Medal
of Honor Recipient. The citation for this brave Gentleman’s award is as follows:
Private George T. Sakato distinguished himself by extraordinary heroism in action
on 29 October 1944, on hill 617 in the vicinity of Biffontaine, France. After his platoon had virtually destroyed two enemy defense lines, during which he personally
killed five enemy soldiers and captured four, his unit was pinned down by heavy enemy fire. Disregarding the enemy fire, Private Sakato made a one-man rush that encouraged his platoon to charge and destroy the enemy strongpoint. While his platoon
was reorganizing, he proved to be the inspiration of his squad in halting a counterattack on the left flank during which his squad leader was killed. Taking charge of the
squad, he continued his relentless tactics, using an enemy rifle and P-38 pistol to stop
an organized enemy attack. During this entire action, he killed 12 and wounded two,
personally captured four and assisted his platoon in taking 34 prisoners. By continuously ignoring enemy fire, and by his gallant courage and fighting spirit, he turned
impending defeat into victory and helped his platoon complete its mission. Private
Sakato's extraordinary heroism and devotion to duty are in keeping with the highest
traditions of military service and reflect great credit on him, his unit, and the United
States Army.
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your editor’s ramblings
We need ideas for alternate locations for the monthly meetings. This is something the
Members have told the Officers they wanted for quite some time now.
Speaking of locations, anyone have any ideas for the Rally location next year?
Do you have a Club T-Shirt? Need a new one? Contact me if you need one or two.
Anybody fly fish? I would love to learn how. My Dad gave my a nice fly rod, a few reels
and lots of flies...made me promise him I’d learn the sport. Maybe we could make this
a Club event, a tailgater with lunch and maybe some frosty cold adult beverages.
Probably leave the fuel hog MV’s at home though.
We have a Classifieds page in the ODN, and I try and keep up with the wanted stuff
and the for sale stuff. Let me know if you are looking to barter, buy or sell anything
military oriented. Also tell me when you have sold something, or no longer want something that was listed. Help me keep the pages up to date.
The Club does own some special tools for the Deuce and the 5 Ton Cummins. Let me
know what you need and I’ll see if it’s in the tool box.
Is your Wife, Girlfriend or significant other bored at home while you attend Club sanctioned events? Bring ‘em along! That Motorpool you’ve been dreaming of just might
become a reality if they share the interest with you. Don’t ask me how I know this.
I’m always needing photos and articles for the ODN. I prefer how-to and Motorpool tips
and tricks type articles, but I’ll take just about anything. I know, you can’t write. Send
it to me anyway, I don’t care if it’s on a cocktail napkin...I can work some magic with
just about anything. Yes, I will credit you for the article, and maybe buy you lunch.
All the Club Officers and a few other Members have submitted a biography for publishing in the ODN. It’s obviously not a requirement, but share with us who you are. You
don’t have to have any fantastic accomplishments (look at my bio), but a brief history
of your great life would be interesting.
Our Club database needs to be brought up to date. If you have moved, changed your
phone number or email, or have changed your vehicle inventory, send us an email and
let me and Phil Curry know.
Jonathan
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2014 Wilderness on Wheels Club Rally
Amy, Brendan, JR and the MKT
Daren Williamson’s CUCV
Saturday Night Bonfire
Randy making parts for the golf cart
Fishing Pond and Boardwalk
Brendan Johnson’s Deuce at the Entrance
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club vehicle projects
The Club always has on-going vehicle projects, and the work leaders of these projects
can certainly use a few hands. To give you some history on some of the Club’s vehicle
restorations, the Colorado National Guard (CONG) asked us to restore a basket case
M151A2 Jeep. A few Members stepped up to the plate and within a few months completed a beautiful restoration of that vehicle and now sits impressively in the lobby of
Joint Force Headquarters in Centennial.
Another CONG vehicle restored by the Club was an M792 Gama Goat Ambulance. The
specialized ambulance equipment was almost impossible to find, and too difficult to restore, so the vehicle was restored as a M561 Cargo Truck. Mike Herbertson did a painstaking job restoring it to factory-like condition. This vehicle is currently and proudly on
display at the Pueblo Air Museum.
An M29 Weasel was donated to the Club by the Delta Oil and Gas Inc; and was made
operational by a crew led by Lew Ladwig. Another crew of myself, Randy Barnes and
Mike Meier drove to Collbran, Colorado to make the recovery.
We have several projects presently in the planning stages for restoration, an M37 Cargo
Truck generously donated by Club Member Ernie Covington, an M886 CUCV Dodge
Ambulance, hand receipted to us from CONG. A Kiowa OH58 Helicopter, also hand
receipted from CONG, has been transported to our friends at the Pueblo Air Museum for
restoration. Two more M29 Weasels have just been recently donated by Bruce Brynildson of Rifle Colorado, with recovery provided by myself, Brendan Johnson and his father, Paul. A small weather instrument trailer was donated by CONG a few years back,
slated to become the Club’s hospitality trailer.
The Club sure would like to see the Members (old and new) get involved in these restoration projects. You may have a special talent or tools to put forth on one of these vehicles, or maybe you’d like to just watch and learn, either way is a win for the Club. Contact a Club Officer to find out where these vehicles are, and when the projects are being
worked on.
Jonathan
Give me an army of West Point graduates and I’ll win a battle. Give me a handful of
Texas Aggies, and I’ll win the war.
General George S. Patton
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Member vehicles
Johnny Fetters’ M37 @ Elk Hunting Camp 2014
Phil Movish’s HMMWV
Brendan’s M35A2 @ Wings for Warriors
71st ADA Reunion, Colorado Springs, August 2014
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Sr-71 blackbird
Major Brian Shul: "I loved that jet"
In April 1986, following an attack on American soldiers in a Berlin disco, President Reagan ordered the
bombing of Muammar Qaddafi's terrorist camps in Libya. My duty was to fly over Libya and take photos
recording the damage our F-111's had inflicted. Qaddafi had established a 'line of death,' a territorial
marking across the Gulf of Sidra, swearing to shoot down any intruder that crossed the boundary. On the
morning of April 15, I rocketed past the line at 2,125 mph.
I was piloting the SR-71 spy plane, the world's fastest jet, accompanied by Major Walter Watson, the aircraft's reconnaissance systems officer (RSO). We had crossed into Libya and were approaching our final
turn over the bleak desert landscape when Walter informed me that he was receiving missile launch signals. I quickly increased our speed, calculating the time it would take for the weapons-most likely SA-2
and SA-4 surface-to-air missiles capable of Mach 5 - to reach our altitude. I estimated that we could beat
the rocket-powered missiles to the turn and stayed our course, betting our lives on the plane's performance.
After several agonizingly long seconds, we made the turn and blasted toward the Mediterranean. 'You
might want to pull it back,' Walter suggested. It was then that I noticed I still had the throttles full forward. The plane was flying a mile every 1.6 seconds, well above our Mach 3.2 limit. It was the fastest we
would ever fly. I pulled the throttles to idle just south of Sicily, but we still overran the refueling tanker
awaiting us over Gibraltar.
Scores of significant aircraft have been produced in the 100 years of flight, following the achievements of
the Wright brothers, which we celebrate in December. Aircraft such as the Boeing 707, the F-86 Sabre
Jet, and the P-51 Mustang are among the important machines that have flown our skies. But the SR-71,
also known as the Blackbird, stands alone as a significant contributor to Cold War victory and as the fastest plane ever and only 93 Air Force pilots ever steered the 'sled,' as we called our aircraft.
As inconceivable as it may sound, I once discarded the plane. Literally. My first encounter with the SR-71
came when I was 10 years old in the form of molded black plastic in a Revell kit. Cementing together the
long fuselage parts proved tricky, and my finished product looked less than menacing. Glue, oozing from
the seams, discolored the black plastic. It seemed ungainly alongside the fighter planes in my collection,
and I threw it away.
Twenty-nine years later, I stood awe-struck in a Beale Air Force Base hangar, staring at the very real SR71 before me. I had applied to fly the world's fastest jet and was receiving my first walk-around of our
nation's most prestigious aircraft. In my previous 13 years as an Air Force fighter pilot, I had never seen
an aircraft with such presence. At 107 feet long, it appeared big, but far from ungainly.
Ironically, the plane was dripping, much like the misshapen model had assembled in my youth. Fuel was
seeping through the joints, raining down on the hangar floor. At Mach 3, the plane would expand several
inches because of the severe temperature, which could heat the leading edge of the wing to 1,100 degrees.
To prevent cracking, expansion joints had been built into the plane. Sealant resembling rubber glue covered the seams, but when the plane was subsonic, fuel would leak through the joints.
The SR-71 was the brainchild of Kelly Johnson, the famed Lockheed designer who created the P-38,
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Sr-71 blackbird
the F-104 Starfighter, and the U-2. After the Soviets shot down Gary Powers' U-2 in 1960, Johnson began
to develop an aircraft that would fly three miles higher and five times faster than the spy plane-and still be
capable of photographing your license plate. However, flying at 2,000 mph would create intense heat on
the aircraft's skin. Lockheed engineers used a titanium alloy to construct more than 90 percent of the SR71, creating special tools and manufacturing procedures to hand-build each of the 40 planes. Special heatresistant fuel, oil, and hydraulic fluids that would function at 85,000 feet and higher also had to be developed.
In 1962, the first Blackbird successfully flew, and in 1966, the same year I graduated from high school,
the Air Force began flying operational SR-71 missions. I came to the program in 1983 with a sterling record and a recommendation from my commander, completing the week long interview and meeting Walter, my partner for the next four years. He would ride four feet behind me, working all the cameras, radios, and electronic jamming equipment. I joked that if we were ever captured, he was the spy and I was
just the driver. He told me to keep the pointy end forward.
We trained for a year, flying out of Beale AFB in California, Kadena Airbase in Okinawa, and RAF Mildenhall in England. On a typical training mission, we would take off near Sacramento, refuel over Nevada, accelerate into Montana, obtain high Mach over Colorado, turn right over New Mexico, speed
across the Los Angeles Basin, run up the West Coast, turn right at Seattle, then return to Beale. Total
flight time: two hours and 40 minutes.
One day, high above Arizona, we were monitoring the radio traffic of all the mortal airplanes below us.
First, a Cessna pilot asked the air traffic controllers to check his ground speed. 'Ninety knots,' ATC replied. A twin Bonanza soon made the same request. 'One-twenty on the ground,' was the reply. To our
surprise, a navy F-18 came over the radio with a ground speed check. I knew exactly what he was doing.
Of course, he had a ground speed indicator in his cockpit, but he wanted to let all the bug-smashers in the
valley know what real speed was 'Dusty 52, we show you at 525 on the ground,' ATC responded. The
situation was too ripe. I heard the click of Walter's mike button in the rear seat. In his most innocent
voice, Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above
controlled airspace. In a cool, professional voice, the controller replied, 'Aspen 20, I show you at 1,742
knots on the ground.' We did not hear another transmission on that frequency all the way to the coast.
The Blackbird always showed us something new, each aircraft possessing its own unique personality. In
time, we realized we were flying a national treasure. When we taxied out of our revetments for takeoff,
people took notice. Traffic congregated near the airfield fences, because everyone wanted to see and hear
the mighty SR-71. You could not be a part of this program and not come to love the airplane. Slowly, she
revealed her secrets to us as we earned her trust.
One moonless night, while flying a routine training mission over the Pacific, I wondered what the sky
would look like from 84,000 feet if the cockpit lighting were dark. While heading home on a straight
course, I slowly turned down all of the lighting, reducing the glare and revealing the night sky. Within
seconds, I turned the lights back up, fearful that the jet would know and somehow punish me. But my
desire to see the sky overruled my caution, I dimmed the lighting again. To my amazement, I saw a bright
light outside my window. As my eyes adjusted to the view, I realized that the brilliance was the broad
expanse of the Milky Way, now a gleaming stripe across the sky. Where dark spaces in the sky had usually existed, there were now dense clusters of sparkling stars. Shooting stars flashed across the canvas
every few seconds. It was like a fireworks display with no sound. I knew I had to get my eyes back on the
instruments, and reluctantly I brought my attention back inside. To my surprise, with the cocks 14
lighting
still off, I could see every gauge, lit by starlight. In the plane's mirrors, I could see the eerie shine of my
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Sr-71 blackbird
gold spacesuit incandescently illuminated in a celestial glow. I stole one last glance out the window. Despite our speed, we seemed still before the heavens, humbled in the radiance of a much greater power. For
those few moments, I felt a part of something far more significant than anything we were doing in the
plane. The sharp sound of Walt's voice on the radio brought me back to the tasks at hand as I prepared for
our descent.
The SR-71 was an expensive aircraft to operate. The most significant cost was tanker support, and in
1990, confronted with budget cutbacks, the Air Force retired the SR-71. The Blackbird had outrun nearly
4,000 missiles, not once taking a scratch from enemy fire. On her final flight, the Blackbird, destined for
the Smithsonian National Air and Space Museum, sped from Los Angeles to Washington in 64 minutes,
averaging 2,145 mph and setting four speed records.
The SR-71 served six presidents, protecting America for a quarter of a century. Unbeknownst to most of
the country, the plane flew over North Vietnam, Red China, North Korea, the Middle East, South Africa,
Cuba, Nicaragua, Iran, Libya, and the Falkland Islands. On a weekly basis, the SR-71 kept watch over
every Soviet nuclear submarine and mobile missile site, and all of their troop movements. It was a key
factor in winning the Cold War.
I am proud to say I flew about 500 hours in this aircraft. I knew her well. She gave way to no plane,
proudly dragging her sonic boom through enemy backyards with great impunity. She defeated every missile, outran every MiG, and always brought us home. In the first 100 years of manned flight, no aircraft
was more remarkable!
With the Libyan coast fast approaching now, Walt asks me for the third time, if I think the jet will get to
the speed and altitude we want in time. I tell him yes. I know he is concerned. He is dealing with the data;
that's what engineers do, and I am glad he is. But I have my hands on the stick and throttles and can feel
the heart of a thoroughbred, running now with the power and perfection she was designed to possess. I
also talk to her. Like the combat veteran she is, the jet senses the target area and seems to prepare herself.
For the first time in two days, the inlet door closes flush and all vibration is gone. We've become so used
to the constant buzzing that the jet sounds quiet now in comparison. The Mach correspondingly increases
slightly and the jet is flying in that confidently smooth and steady style we have so often seen at these
speeds. We reach our target altitude and speed, with five miles to spare. Entering the target area, in response to the jet's new-found vitality, Walt says, 'That's amazing' and with my left hand pushing two
throttles farther forward, I think to myself that there is much they don't teach in engineering school.
Out my left window, Libya looks like one huge sandbox. A featureless brown terrain stretches all the way
to the horizon. There is no sign of any activity. Then Walt tells me that he is getting lots of electronic signals, and they are not the friendly kind. The jet is performing perfectly now, flying better than she has in
weeks. She seems to know where she is. She likes the high Mach, as we penetrate deeper into Libyan airspace. Leaving the footprint of our sonic boom across Benghazi, I sit motionless, with stilled hands on
throttles and the pitch control, my eyes glued to the gauges.
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Sr-71 blackbird
Only the Mach indicator is moving, steadily increasing in hundredths, in a rhythmic consistency similar to
the long distance runner who has caught his second wind and picked up the pace. The jet was made for
this kind of performance and she wasn't about to let an errant inlet door make her miss the show. With the
power of forty locomotives, we puncture the quiet African sky and continue farther south across a bleak
landscape.
Walt continues to update me with numerous reactions he sees on the DEF panel. He is receiving missile
tracking signals. With each mile we traverse, every two seconds, I become more uncomfortable driving
deeper into this barren and hostile land. I am glad the DEF panel is not in the front seat. It would be a big
distraction now, seeing the lights flashing. In contrast, my cockpit is 'quiet' as the jet purrs and relishes her
new-found strength, continuing to slowly accelerate.
The spikes are full aft now, tucked twenty-six inches deep into the nacelles. With all inlet doors tightly
shut, at 3.24 Mach, the J-58s are more like ramjets now, gulping 100,000 cubic feet of air per second. We
are a roaring express now, and as we roll through the enemy's backyard, I hope our speed continues to
defeat the missile radars below. We are approaching a turn, and this is good. It will only make it more
difficult for any launched missile to solve the solution for hitting our aircraft.
I push the speed up at Walt's request. The jet does not skip a beat, nothing fluctuates, and the cameras
have a rock steady platform. Walt received missile launch signals. Before he can say anything else, my
left hand instinctively moves the throttles yet farther forward. My eyes are glued to temperature gauges
now, as I know the jet will willingly go to speeds that can harm her. The temps are relatively cool and
from all the warm temps we've encountered thus far, this surprises me but then, it really doesn't surprise
me. Mach 3.31 and Walt is quiet for the moment.
I move my gloved finder across the small silver wheel on the autopilot panel which controls the aircraft's
pitch. With the deft feel known to Swiss watchmakers, surgeons, and 'dinosaurs' (old- time pilots who not
only fly an airplane but 'feel it'), I rotate the pitch wheel somewhere between one-sixteenth and one-eighth
inch location, a position which yields the 500-foot-per-minute climb I desire. The jet raises her nose onesixth of a degree and knows I'll push her higher as she goes faster. The Mach continues to rise, but during
this segment of our route, I am in no mood to pull throttles back.
Walt's voice pierces the quiet of my cockpit with the news of more missile launch signals. The gravity of
Walter's voice tells me that he believes the signals to be a more valid threat than the others. Within seconds he tells me to 'push it up' and I firmly press both throttles against their stops. For the next few seconds, I will let the jet go as fast as she wants. A final turn is coming up and we both know that if we can
hit that turn at this speed, we most likely will defeat any missiles. We are not there yet, though, and I'm
wondering if Walt will call for a defensive turn off our course.
With no words spoken, I sense Walter is thinking in concert with me about maintaining our programmed
course. To keep from worrying, I glance outside, wondering if I'll be able to visually pick up a missile
aimed at us. Odd are the thoughts that wander through one's mind in times like these. I found myself recalling the words of former SR-71 pilots who were fired upon while flying missions over North Vietnam.
They said the few errant missile detonations they were able to observe from the cockpit looked like implosions rather than explosions. This was due to the great speed at which the jet was hurling away from
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Sr-71 blackbird
I see nothing outside except the endless expanse of a steel blue sky and the broad patch of tan earth far
below. I have only had my eyes out of the cockpit for seconds, but it seems like many minutes since I
have last checked the gauges inside. Returning my attention inward, I glance first at the miles counter
telling me how many more to go, until we can start our turn. Then I note the Mach, and passing beyond
3.45, I realize that Walter and I have attained new personal records. The Mach continues to increase. The
ride is incredibly smooth.
There seems to be a confirmed trust now, between me and the jet; she will not hesitate to deliver whatever
speed we need, and I can count on no problems with the inlets. Walt and I are ultimately depending on the
jet now - more so than normal - and she seems to know it. The cooler outside temperatures have awakened the spirit born into her years ago, when men dedicated to excellence took the time and care to build
her well. With spikes and doors as tight as they can get, we are racing against the time it could take a missile to reach our altitude.
It is a race this jet will not let us lose. The Mach eases to 3.5 as we crest 80,000 feet. We are a bullet now
- except faster. We hit the turn, and I feel some relief as our nose swings away from a country we have
seen quite enough of. Screaming past Tripoli, our phenomenal speed continues to rise, and the screaming
Sled pummels the enemy one more time, laying down a parting sonic boom. In seconds, we can see nothing but the expansive blue of the Mediterranean. I realize that I still have my left hand full-forward and
we're continuing to rocket along in maximum afterburner.
The TDI now shows us Mach numbers, not only new to our experience but flat out scary. Walt says the
DEF panel is now quiet, and I know it is time to reduce our incredible speed. I pull the throttles to the min
'burner range and the jet still doesn't want to slow down. Normally the Mach would be affected immediately, when making such a large throttle movement. But for just a few moments old 960 just sat out there
at the high Mach, she seemed to love and like the proud Sled she was, only began to slow when we were
well out of danger.
I loved that jet.
Major Brian Shul is a former Air Force pilot who flew over 200 missions in Viet Nam and sustained severe injuries when he was shot down; after a lengthy recuperation period (and many surgeries) he recovered sufficiently to resume a 20-year Air Force career that ended with his retirement in 1990. Since then,
Brian has operated his own photography studio in northern California, turned out several books about
flying, and performed numerous public speaking engagements.
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Veteran’s corner
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New Classifieds
For Sale: Five 900 X 20 tires on the rims. Call Gene Pantano at 719-495-9708 or truks1@msn.com
For Sale: 1942 WC27 Ambulance. New paint and lettering. Asking $15K. Contact Fred Harlow at
307-413-1642 or harlow12f@yahoo.com
Wanted: A complete M151 Fording Kit or near complete. Contact Jay Bennett at 252-363-3367 or carolinamv@ymail.com
For Sale: Auto-Lite Distributor IGW 4189 with Vacuum advance and external condenser (post WWII, CJ)
$50.00, Black Sheller Steering Wheel, has cracks on lower spokes, good shape. $70.00, (2) Jeep Brake Drums
with backing plates, 11 inch. $45.00. Contact Ray Fernandez at rayfernandez88@comcast.net or 707-7323883
For Sale: A set of M38A1 or A2 Door Frames, not sure which model. $150 for the pair. Contact Jonathan
Hoffmeier at 303-622-6274 or mvccsecretary@yahoo.com
Wanted: WWII, 45 Ton, 12 Wheel (12DT) Trailer M9 and Dolly. Contact Eric Englehard at 303-772-0250
For Sale: (20) 30mm Ammo Boxes. They are 18"L x 9 1/2"W x 14"H and have clamp on lids. Asking $18
each. Contact Frank Scholer at 6ssfrankscholer@q.com
Wanted: WWII Jeep, un-restored. Contact Fred Harlow at harlow12f@yahoo.com or 307-413-1642
For Sale: CUCV, good tires and body, runs great. No rust, has like-new carpet. Painted last Summer with
correct 80’s era tan. Needs some tinkering. Asking $5500. Email to Jacob at jacobohasart6ss@hotmail.com
Lew Ladwig has M151 parts for sale. Mutt engine, differential, wheels, radiator, grill with headlights, front
and rear cushions, possibly NOS water pump and some exhaust parts. Lots of NOS items and some used
Mutt tops. See mvcconline.org for photos. Contact Lew at cell 303-746-9084 or fladwig@msn.com
When you were born, you cried and the world rejoiced. Live your life so that when you die the world cries and
you rejoice.
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-Navajo Proverb
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Older Classifieds
Colonel Kenneth Chavez is looking for a Schrader Tire Gauge for his MB that is stamped U.S. Ordinance Department. Military Cell: 303 515-1089 Personal Cell: 720 350-3951 NIPR: kenneth.d.chavez.mil@mail.mil
SIPR: kenneth.chavez@us.army.smil.mil
Michael Lang tractorfixing@gmail.com has a nice PRC-47 set up for sale. The radio is in great shape and only
the lid is missing and paint missing in few spots. The radio has no accessories. Asking $350 or trade for ? Michael lives in Berthoud and works in the Denver area for pick up and delivery purposes.
Mike Herbertson gi@prolynx.com has the following interesting items for sale:
Test Set, Low Voltage 6,12 and 24 volt complete with Manual. For M-37 etc. $150.00
Analyzer Set Engine. STE/ICE-R by GE. Complete, like New with Manual on CD $225.00
Two AN/GRR-5 Receivers, both receive. $150.00 each.
R-108/GRC works $50.00
RT-66/GRC works $125.00 For M37 etc.
PP109, 12 volt power supply (twin of PP112 but 12 volts) Works. $50.00
AM 65/GRC and RT 70 works. $75.00
Control C-435.GRC $25.00
E-660 Oil, Fuel and Temperature Gauge Tester for early M Series $30.00
Adapter Set, Engine, Electrical Test. New (For M-37 etc.) Sun Model WPW-10 $50.00
Running Spares for RT 66. New in package. Consists of all Tubes and Bulbs. $75.00
Hickock, Model-547-A Tube Tester with Manuals. Steel Case, works. $100.00
RARE! EMC Model 206 Tube Tester, W/Charts & Manual, Operational in Oak Chest. $300.00
Six New BB54A Storage Batteries by Willard, Dry charged, 1951. $10.00 each WWII
One CH 291 Battery Box. Holds 3 BB54A New. $35.00
One CH 291 Battery Box. $20.00 WWII
One CH 291 Battery Box, Missing Top. $15.00
One CH 291 Battery box, Disassembled but Complete. $10.00 WWII
Two 433/GRC Remote Controller, Like New. $25.00
One C847/U Controller. $15.00
One Fuel Injection Pump for LDT 465-1, Needs rebuild. $20.00
“FORD” Stamped Guide Lamps #GPW 13152. New, Some in Original Box. $50.00 each.
One Adapter FT 304, New in Package. $50.00
Prices are Negotiable 303-646-5639
Steve Zakaluk is looking for a M37B1 Door Mounted Spare Tire Carrier. szakaluk@aol.com Falcon, CO.
Gene Pantano has 900X20 NDT Tires on Rims. $170 each. 900X20 NDT Tires Without RIMS. $130 each.
Most of them are new, with a couple being lightly used. 719-495-9708 truks1@msn.com
Colonel Kenneth Chavez is also looking for the following 1942 MB parts: Brass Fire Extinguisher, Engine
Handcrank, Tire Pump, Hitch Assembly, Oil Can and Lubrication Guide. Military Cell: 303 515-1089
Personal Cell: 720 350-3951
Steve Zakaluk of, Falcon Colorado is in the market for a tow bar and adapters for his M37B1.
szakaluk@aol.com
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Older Classifieds continued
Colonel Chavez would like some advice from some of you WWII Jeep experts: Regarding the WLA, I am
interested to see which sidecars were correct government issue for the WLA. I am toying with the idea of a
WLA with or without a sidecar and the value associated with either choice. Any recommendations or expert
advice out there would be greatly appreciated. I am okay with you giving out this email address as well as my
personal cell number to club members or military vehicle experts. Military Cell: 303 515-1089
Personal Cell: 720 350-3951
Al Herman has Army uniforms from 1956 to sell or trade all items like new.
(1) Ike Jacket with 7th Army patch and PFC stripe
(4) Shirts, Men's Cotton Poplin, 4oz, Khaki Shade #1, Size 14 1/2 X 32.
(1) Shirt, Stand Up Collar, 15 X 31.
(2) Shirts Stand Up Collar, Size 14 1/2 X 32-33, Long Sleeve with 7th Army patch PFC stripe.
(4) Trousers, Men's Cotton Uniform, Twill Khaki Shade #1, Size 32X29.
(2) Shorts men's cotton uniform twill KAKI shade # 1, Size 30.
(1) US Army Dress Uniform, Jacket Size 41R. Pants Size 32-29 Pants can be let out, with Garrison
Hat, Brass US Army Hat Pin.
(1) Pair of Army Boots from 1957 looks like size 8-9 brownish black, very good shape.
(1) Green Cotton Poplin Hat, like new, Dated 1956, Size 7.
(1) Web Belt, 36 inch, Brass Tip, no buckle, free to good home
(1) Brass Signal Corps Collar Pin
Things I need for my M38A1: Jack, Lug Wrench, Tools, Pintle Hitch.
Al Herman 303-984-2123
Our library has a complete set of Wheels and Tracks Magazine. It looks to me to be at least
75 issues or more. They would like $100 for it all, but I am sure we could work a deal if
somebody in the MVCC wants it. Matt Burchette, Curator, Wings Over the Rockies Air &
Space Museum
Looking to find a good home for a 900 Series
Hard Cab Top. Nice slider window, interior
insulation needs to be redone. The top was
donated by Club Member Ray Breeland, so
make a nice donation to the Club and I’ll
send it home with you. A few minor dents
and dings, nothing a little persuasive metal
message won’t cure. Make offer. (Orange
Tabby Cat not included) Can be picked up in
Strasburg, or I can deliver to a Club meeting
in Sedalia. Jonathan 303-622-6274
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Older Classifieds continued
I am looking for the guts of the HANDIE TALKIE BC-611. I believe I can make one work if I have
the internals. Also looking for MP-48 antenna parts PE-117 power supply any other parts to go with
a BC-659 Radio Lew Ladwig fladwig@msn.com
I need the pintle hitch, spring
and landing gear for a 2 wheel,
1/2 ton, Airborne, WWII Converto Dump Trailer, Model USA
44. Thanks, Eric 303-772-0250
ext 15 or Eric@tpcolorado.com
Editors Note: Photo courtesy of
Olivedrab.com
Needed: Negative ground 6 Volt Voltage Regulator for my '45 Willys MB. I need a NEGATIVE
ground VRY 4203A, B, C, D, E, F, G, or VRY 4204A. Those are either circuit B and my generator
is an A circuit or the other way around. I do not have the regulator numbers for the proper negative
ground regulator for my circuit generator, but I can always rewind the generator to match the regulator as long as it is a negative ground voltage regulator. Ian 719 651-2426 ian.wayman@yahoo.com
I still have some 175 Watt, Multi-Tap, High Pressure Sodium, Low Bay light fixtures left. If you
would like one or more, let me know. These are not for re-sale, this is a free offer I’m making for
our Club Members use only. Jonathan 303-622-6274
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Event Calendar
12/13 – Saturday: Annual MVCC Christmas Party and auction at Brooklyn’s at Mile High Stadium. 1800hrs
to whenever Ashley kicks us out. Start searching for militaria type items you might want to get rid of at the
evening’s auction. Contact Phil Movish if you are planning to attend.
2015
3/14 – Saturday: 2015 Denver St Patrick’s Day Parade. Club will spring for lunch for the parade participants.
POC to be announced.
6/13 – Saturday: Disabled American Veterans are requesting a display of vehicles for their “Purpose Festival
Event”. From 1100 to 1400, Lunch provided. 720 E Colfax Ave; Denver. Sounds like a great event to support.
Points of Contact:
Phil Movish 720-413-4624 president@mvcconline.org
Brendan Johnson 720-413-9912 deuce@brendansrealm.com
Jonathan Hoffmeier: 303-622-6274 mvccsecretary@yahoo.com
Phil Curry: 720-733-1024 pcorjc@msn.com
Lew Ladwig 303-746-9084 fladwig@msn.com
Randy Barnes: 720-219-1594 randylbarnes@aol.com
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