CAMP MAXEY, PARIS, TX – This is the first time that the encampment had a large dedicated staff ready to cover the event, thanks to the PAO Boot Camp and its members. The Course Commander and the students had the unique mission of reporting all of it, from the early days of staff arrival and preparation (15-17 June), though in-processing starting on 17 June, through graduation by noon, 24 June.

The staff and students' photography – augmented by the work of a number of photo-savvy senior members – serves as a living frame from which this editor sketches a brief narrative rendering of this event, below.

Capt Arthur E. Woodgate, Editor

Our beloved Chaplain (Maj) Ron Whitt has accepted the position of Texas Wing Chaplain, which had been briefly vacant as a result of Chaplain (Lt Col) Nancy Smalley's acceptance of her new post at Southwest Region. Rather than abandoning Group III, Ch. Whitt has now embraced all of Texas Wing. A larger flock is his.

So for this month, since a replacement for Ch. Whitt has not been found, I've selected a message written by U.S. Air Force Chaplain (Lt. Col.) Victor Toney, 366th Fighter Wing chaplain, on the subject of "Portraits of Courage."

CAMP MAXEY, TX – The Texas Wing 2007 Summer Encampment set itself apart from other encampments by offering a Public Affairs Officer Boot Camp. As in the past, the Basic Cadet Course got most of the student enrollment, and two other specialized courses – Communications School and Ground Search and Rescue Specialty School – trailed quite a bit behind it, yet ahead of the brand-new PAO Boot Camp..

Not surprisingly, the PAO Boot Camp had the lowest number of students, although some cadets interested in PAO work had enrolled in the other available course. Undeterred, the PAO Boot Camp Commander sought them out and encouraged them to keep a log or diary, take photographs if they could, and write notes about their experience. Time permitting, they were asked to hand over them their work for evaluation and publications; otherwise, they could write them after encampment and send them in when ready.

Staff Prepares to Run Encampment – Portfolio

(Photos: Capt Arthur E. Woodgate) (Photo: C/CMSgt Elyshba Kempf) (Photo: C/MSgt Marcela Leano) (Photos: C/A1C Sarah Heitzmann)

Basic Encampment – What CAP Cadet Life is All About

Cadet Basics were scheduled to be at Encampment by 9 a.m. on Sunday, June 17. However, for this to go well, much work needed to be done prior to their arrival. This is why Staff personnel – from the Encampment Commander, Lt Col Brooks Cima, to the youngest kitchen worker – started arriving on the early afternoon of Friday, June 15. Quarters, training areas, mess hall and kitchen facilities, supplies, communications, training schedules, signage, training aids, and in-processing procedures had to be defined, standardized and practiced.

The Texas National Guard had generously loaned the use of Camp Maxey’s selected buildings and training areas for the duration of the event, from June 15 through June 24. For the encampment staff and students, these would be nearly ten days of non-stop activity. The Basic Cadet encampment is run by older, trained cadets who, themselves, have attended the same course in their younger years. As a rule, these trainer/leaders range in age from 15 to 19. They could be as old as 20, and – rarely – as young as 14.

The Cadet Basics can be as young as 12 (in some cases 11, but that is a rarity), but some might be as old as 17. This time, most of them ranged from 13 to 15. This is normally Civil Air Patrol cadets' introduction to the principles of leadership, behavior, and fundamental skills. Many students will be experiencing a highly structured and disciplined environment for the very first time ever, and a few will reject it. In practice, after the initial shock, most of them develop a strong bond of belonging and unit pride, maneuver their way around the hurdles of the environment, work quite hard, and greatly increasing their level of physical fitness.

From the student cadets’ perspective, who rise at 5 a.m. and – exhausted – welcome lights out at 10:15 p.m., their cadet instructors and TAC officers (adult supervisors who oversee all aspects of their training) are all-powerful and inexhaustible leaders. As far as the young trainees can tell, their instructors and supervisors “know everything” and are absolute rulers of their daily routine.

Blinded by their own predicament, the cadet students don't stop to reason that their trainers and supervisors need to rise before they do, in order to make sure that the cadet students rise at the proper time and greet the day the right way. Nor do they give a second thought to the cruel fact that these “demigods” they fear and respect will need to remain “on the job” for yet another 45 minutes every day, and won’t enjoy their own lights out until 11 p.m. These instructors and TAC officers will consider themselves lucky if they get five and a half hours of sleep a night.

For the cadet leader/instructors, teaching and mentoring younger cadets is part of their own leadership requirements, which they must go through in order to satisfy CAP promotion requirements. The TAC officers come in "flavors." Some of them are prior service military men and women who re-live some of their prior experiences through their donated time and effort. Others are senior members whose own children are in the CAP Cadet Programs. Yet others are just civic-minded individuals who want to serve the community and foster the development of young persons.

Initially, the cadet students view TAC officers as silent but ever-present figures of undetermined power and authority. These experienced adults are the guardians of propriety and are charged with mentoring the cadet leaders, making the system work smoothly. The entire teaching structure is designed to help young persons in their formative years acquire a sense of duty, responsibility, self worth, and desire to do well. By the time encampment comes to a close, just seven calendar days lived in an intense succession of whirlwind events, the bewildered and lonely student has learned to fit into the group, acquire pride of membership, and reach a plateau of comfort within the structure of the Cadet Corps – a first step in the arduous trip towards adulthood and useful membership in our society.

The Army National Guard is generous with their training aids as well. They made Bradley Fighting Vehicles and Armored Personnel Carriers available for cadet familiarization rides, and these got integrated into the training schedule. During this one week of near-frantic activity, cadet basics are exposed to rifle target practice, physical training, indoor rifle range simulator, Bradley Combat Vehicle orientation, physical training, Armored Personnel Carrier orientation, physical training, aerospace education, moral leadership, physical training, customs and courtesies of the service, physical training, traversing of the confidence course, and lots of close order drill (marching) instruction.

Yes, there is a great deal of physical training. The ancient Romans held that happiness was rooted in the dictum mens sana in corpore sano (a healthy mind in a healthy body). This has been foundational in military and para-military training through the centuries, and CAP is no exception. The cadets' food rations are adequate, their bedding meets military standards, and the training grounds are safe and well-maintained.

Suddenly, after days of ceaseless toil and perceived agony, the week is nearly over and Saturday dawns on the eve of graduation. That Saturday evening is devoted to a "dining in," an occasion that gives everyone an opportunity to let off steam. In the military, a dining in is a high protocol event that calls for very formal dress – not at this encampment, though. The dress is casual in the extreme, but the spirits are very, very high. The cadet basics know that they have only one last thing left to do before they graduate and "earn their ticket home": Passing in Review.

This year, the basic encampment cadets met the standards of the parade field with confidence, dash and honor. Passing in review for the Texas Wing Commander, they filed past in step and proudly, in the best tradition of military generations of the past.

Basic Encampment – Portfolio

(Photos: Capt Arthur E. Woodgate) (Photos: C/A1C Collin Cathcart)   (Photos: C/MSgt Marcela Leano) (Photos: C/MSgt Ruby Moreno) (Photos: C/A1C Sarah Heitzmann) (Photos: Capt Jay Workman) (Photos: Capt Arthur E. Woodgate) (Photos: 1st Lt Cheri Fischler) (Photos: 1st Lt Sue Kristoffersen}

Communications School – Keeping in Touch With the World

The Civil Air Patrol conducts 95% of all inland Search and Rescue operations in the Continental United States, and is in a state of constant alert, ready to carry out its mission under any conditions short of total devastation. This means that, in the case of a natural disaster, it needs to have its own self-contained radio communications equipment, personnel trained in its use, and be able to transport and set up the equipment for optimal performance.

This course is offered to both cadets and adult CAP members, who are taught how to set up the antennas for VHF and HF (long range) communications. The students are required to set up a link that works with the Ground Search and Rescue Specialty School (GSARSS) equipment, using UHF radios that have a range of about two miles.

The HF net can reach CAP units across Texas and even across into the neighboring states, a network that is operational at specified times across the area.

VHF is commonly used in CAP vehicles, and the GSARSS students can use it to communicate with Comms School, which for training purposes operates as “Mission Base” for the GSARSS course environment.

Students learn how to set up and operate under field conditions, practice for emergency missions when an area has lost electrical power and all telephone communications – such as happened in New Orleans and surround area during Hurricane Katrina – and build antennas for direction finding, as well as HF and VHF radio communications.

Students must have received their ROA training and be licensed by CAP (as an FAA agent), which empowers the individual to operate CAP radios – hand-held, vehicular mounted, and fixed base. Classroom work covers the theory and practice of communications, and is a mandatory prerequisite to field work and field operations.

Lab work is also important. Here, the students learn how to solder, use test equipment, and diagnose small problems with the radio’s proper operation.

Besides the technical aspects of getting radio equipment to work in concert, the students engage in extensive radio message exchanges. Each students is assigned to one of three groups that train individually. This arrangement gives the instructors a better chance to verify that each student has acquired the right skills.

At the end of the course, students are evaluated and, if found knowledgeable, they are checked off on the Mission Radio Operator skills. Once they have worked in this capacity during two missions (actual or training), they'll earn their MRO rating.

Communications School – Portfolio

(Photos: C/CMSgt Elyshba Kempf) (Photos: C/MSgt Marcela Leano) (Photos: C/CMSgt Michael Moody) (Photos: C/MSgt Ruby Moreno) (Photos: Capt Jay Workman)

After participating in national activities for a while, within my limited experience, I’ve noticed a pattern. Taken as a whole, they are fun. The people I’ve met are great and the activity itself, whether it’s been a flight academy or an IACE visit, are pretty much dream vacations. National activities are a truly unique experience that every CAP cadet should strive to attend.

Portraits of Courage

MOUNTAIN HOME AFB, Idaho – Courage has many faces. It's not found just on convoy duty, in the cockpit of a jet or behind a 50-caliber gun. According to the dictionary, courage is the "mental or moral strength to persevere and withstand danger, fear or difficulty." Who better fits this description than the spouses and children of our deployed warfighters?

They suffer the difficulty of multiple separations, the fear of a hundred unknowns and countless birthdays, holidays, anniversaries and special days lost to the ages. They get no medals or ribbons. When their loved ones return, a grateful nation receives them but hardly gives a thought to the courageous sacrifices their families have made. And yet, they don't complain. In fact, their support does not wane. Their encouragement does not falter. Their prayers do not cease.

These heroes will never have a parade in their honor, and history will little note their sacrifice. But we know who they are. They are our wives, husbands, children and parents who weep when we leave, unfalteringly support us while we are gone, and embrace us when we return.

Who are these courageous ones? Is it the wife who sleeps in an empty bed on a cold night and celebrates her anniversary alone? Is it the child whose mom cannot help blow out his birthday candles, or whose dad is not there to marvel at the innocent beauty of his teenage daughter's first homecoming dance?

The strength of our military is ultimately not in bombs and bullets. It's in the absolute certainty that when we go to war, our families will unfailingly support us, and when we return they will still love us. Sometimes that love is as simple as a young daughter putting on her father's flight cap with the anxious anticipation of seeing him again.

Aircrew & Flightline Personnel Training Materials (CAP NHQ)

PAO Resources

Federal & State Resources (DHS, USAF, Terrorism)

ADDISON, TX – After months of anticipation, I’d finally arrived at Brazoria County Airport for the Texas Wing Flight Academy. Of course, this was all thanks in part to a scholarship from the Air Force Association, Dallas Chapter 232. Receiving that scholarship enabled me to attend this school, which is just one of the many perks of Civil Air Patrol membership. Flying, breaking away from the land, soaring in the air free as a bird, has always given me a thrill that I know will never wear off. Nothing compares to it.

Clear across Texas from my home squadron – the Addison Eagles Composite Squadron just north of Dallas – the Academy was based at Angleton, TX, near San Antonio, The lodging accommodations that awaited us were amazing. It was by far the best I’ve ever had at any CAP event. No, it wasn’t the Las Vegas Bellagio Hotel, for sure, but it was definitely something that not I, nor anyone else, could ever complain about! My fellow cadets/student pilots and I thoroughly enjoyed everything – from the air conditioned rooms to the excellent food we received on-time, every day, without fail.

As far as the Academy is concerned, from start to finish, there wasn’t an instant that I would ever regret. It was truly an excellent learning experience for everyone, and each one of us made new friends in the process. All of these wonderful things gave us the best environment in which to work toward our ultimate goals for that week – our first solo flight! Not everyone achieves this milestone, but for me, this goal and dream did come true. Since it was something I had set my heart on, not surprisingly, every second of it is now permanently etched on my mind.

Friday, June 8th, 2007 would be, for most kids my age, simply another day of summer '07. But for me it was to become much more.

I awoke that morning at an early 5:30 a.m., still unsure of how the day would shape up. I knew I'd be flying with my IP, Capt Nolan Teel (whose call sign is "Crunch") as I had for the previous five days. However, I also knew that there was the possibility that I might fly solo if everything went smoothly. It isn’t that I’m superstitious or something but I on that day I decided not to count on it, so as not to be disappointed if it didn't happen.

We got to the airport and C/2d Lt Derek Prucha (call sign “Spandex”) and I (call sign “Knickers”) pre-flighted the plane like we normally had each of the preceding mornings. “Crunch” decided he was going to fly with me first, so we strapped in and got ready to go. We started the engine, taxied to the runway, took off, and flew three laps in the pattern. 

After we landed, I was expecting to taxi to the ramp and tie down.  Well, we did taxi to the ramp, but “Crunch” told me to taxi in front of the Windsock Cafe and make a full stop, while leaving the engine running. I held my feet on the brakes as I watched him unbuckle his seat belt, roll his seat back, unlatch his door, and step out of the plane. I grabbed his door, latched it shut again, made my radio call and taxied to runway 17 at Brazoria County.

1. 2. 3. 4. 5. 6.

[1] The Windsock Cafe owners treat the class to a "good luck cake." [2]-[3] After his solo flight, Cdt Maso gets a hearty congratulation from Capt Nolan "Crunch" Teel... as Cdt Maso removes his shoes in preparation for the ritual that is to follow. [4]-[5] In the best tradition of times past, a thorough dowsing celebrates the new solo pilot's accomplishment. [6] The entire class presented a signed commemorative photo to the Windsock Cafe owners, as a memento of the event. (Photos [1]-[5], Capt Denise Thompson; Photo [6], C/2d Lt Brandon Maso)

This time, though, it was different – I was by myself! “No problem,” I thought and talked the whole time, “I know what I'm doing, I can fly this plane!” I got down to the run-up area and went through my checklist. “Engine instruments look good, radios set, trim set for takeoff, flight controls free and correct, doors and windows shut and locked, seat belt on” – I was ready to go! That’s when I looked over to my right and saw that yes, indeed, I was truly alone in that plane!

One final 360-degree turn just to check for other traffic in the pattern, nobody was on final or base leg, then I made the call, "Brazoria County Traffic, CAP flight 4227, student pilot, first solo, taking runway 17, closed traffic, Brazoria County," and the runway was mine!

“Ok Brandon, you can do this. You got it, now go for it,” I thought to myself. I lined up the plane on the centerline, and talked myself through the entire flight. –

Lined up, nobody on upwind. Apply full throttle, engine instruments in the green, airspeeds alive, keep it on the centerline, yokes coming alive, 40 knots, 45 knots, 50 knots, 55 knots, rotate, 60 knots, pitch up slowly, airborne at 62 knots, positive climb. Stay over the runway centerline, climb out at 75 knots, trim, trim, and trim some more. Continue climbing. 500 feet, turning crosswind, make the radio call, keep it climbing and trim. 1,000 feet turn downwind and make the call. Okay, keep parallel to the runway, pull some power out. Okay, halfway down the length of the runway now, airspeed about 100 knots. Pull more power, 1700 RPM.

GUMPS (compacted acronym for Gas, Under carriage, Mixture, Prop, Power, and Straps) check, carburetor heat on, gas on both, mixture rich, power reduce, trim correct, flaps 10 degrees, straps on. Pitch is airspeed, power is altitude! Push the nose over, good rate of descent, keep looking for traffic and listening. Okay, touchdown point off the wingtip turning base and making the radio call.

Keep the nose pushed over, 80 knots, add another notch of flaps. Trim it, trim it. Looking good on final, don’t see anybody, airspeed under control, turning final, lined up, everything looks good, make the call on final. Keep descending; last notch of flaps, 70 knots, glide-slope looks good, VASI (acronym for Visual Approach Slope Indicator) is red and white.

Okay Brandon, you got this, fly to the runway, fly to the runway, keep the airspeed at 65 knots, fly to the runway, 65 knots. Ground effect, here it goes, level off, bleeding off airspeed, 60 knots, flare… flare… flare… touchdown! Keeping pitch up, slowly lowering nose, adding breaks, speed is under control.

Taxi off, making radio call, "Clear off the active." Taxi to the ramp, shutdown checklist, and park it. Mixture-idle cutoff. Parking break set.

As I opened the door, I realized I’d just flown a $200,000 piece of machinery all by myself, taken my life into my own hands, and had done something that only one in 10,000 Americans ever get to do. I’d finally accomplished something I’d always wanted to do, and it was the start of a new chapter in my life.

At that moment I realized that flying would be my future, one way or another. I finally told myself that I was done procrastinating, and only flying once or twice every few months. Those 35 hours I had built up since age 10 (a long six years ago), had paid off in allowing me to solo. But that wasn’t an end in itself. I now had a new goal – getting an FAA private pilot’s license.

ADDISON, TX – Service to one’s country can take many forms—even selling sodas and chilidogs on a hot, humid weekend. This was one of the many lessons that cadets and senior members of the Addison Composite Squadron learned during the Warbirds Over Addison Airshow, sponsored by the Cavanaugh Flight Museum on June 30 - July 1st, 2007.

This annual event was the squadron’s opportunity to raise funds through the operation of a concession stand, as well as create good will in the community. Engaging in a very high-profile activity, cadets helped the museum with parking and crowd control. In the end, the concession stand was a financial success, the cadets helped visitors find a place to park, and much more took place.

The crowds generated by the event provided members with the opportunity to show off CAP’s capabilities. The relatively new Gippsland GA8 Airvan, painted in CAP colors, shared the tarmac with war vets like the B-25 “Mitchell” bomber parked just yards away, prompting one young visitor to ask, as he pointed at the GA8, “Is this old thing still in flying condition?” Squadron pilots used opportunities such as these to explain CAP’s abilities, and to further aerospace education – a responsibility sometimes overlooked.

The air show also provided a tremendous recruiting opportunity. The ninety-plus degree heat and high humidity prompted many of Cavanaugh’s visitors to drop by the concession stand, which doubled as a recruiting booth. According to the unit’s recruiting officer, Major Sherry Coffey, “Too many people are unaware of Civil Air Patrol. This event provides valuable visibility to the organization. Also, people who love airplanes come to air shows, and people who love airplanes are a good fit for CAP.”

Squadron members handed out brochures and took the time to explain the benefits and obligations of membership. Young people were particularly interested, especially after seeing the sharp cadets at work. They were allowed to sit in the CAP GA8, where they received information on the CAP cadet program, its leadership opportunities, the hard work required, and the lifelong skills that are to be had.

1. 2. 3. 4. 5.   

[1] C/SrA Nick Ranieri receives a helping hand while boarding a modified 1944 Sherman Tank. [2] C/A1C Kellye Franklund on parking detail. [3] C/SrA Benjamin Legband keeps a watchful eye on the gate. [4] Major Tom Sanders explains the GA8's flight controls to a would-be cadet. [5] Squadron Commander 1st Lt Greg Thornbury relieves a generous visitor of his cash (Major Sherry Coffey is in the background). (Photos: 2d Lt Michael Bownds)

From a recruiting standpoint, it is too soon to tell whether the event generated new members, but many people left the show knowing that a volunteer life-saving organization was serving their community, as well as improving the lives of its youth. That alone was worth all the effort that squadron members put into the weekend.  

For cadets, the event put to the test their critical mission skills, which they used while marshalling traffic and answering questions. According to C/1^st Lt Parth Patel, the cadets were able to practice radio communication and teamwork. The hot weather, also, required cadet officers to use their leadership skills to ensure that everyone applied sunscreen, remained hydrated, and received adequate breaks to prevent heat exhaustion.

Thanks to the Cavanaugh Museum staff’s generosity, the cadets received a special treat: a hands-on tour of a restored M4A4 Sherman tank, a recent addition to the museum’s collection. Cadets were given full access to the tank, while learning about its history.

According to Taylor Stevenson, a museum staffer, the tank was built in December 1942 for France under the Lend-Lease Program. However, Germany occupied France before the tank could be sent to them, so the U.S. retained possession and used it in the European theater instead. The tank remained in France after the war, but it eventually ended up in Israeli hands in the late 1960s. The Israelis bettered the design by adding an improved cannon and replacing the gasoline engine with a more efficient diesel version. Technically, the new version was known as the M50 Super Sherman. This particular tank saw action during the Six-Day and Yom Kippur Wars, before being returned to the U.S. by a private collector who restored it to its current condition.  

The knowledgeable Cavanaugh staff pointed out gouges in the turret and to the cannon barrel, caused by hostile fire. “The tank was a great experience. Seeing what it was like, what the crews must have experienced, was amazing – to think it had actually been in war... it really makes you think,” said C/1^st Lt Patel.

Indeed, it was thought-provoking. Young men, probably not much older than Patel, must have manned the tank and the beautifully restored aircraft displayed around it – while desperately fighting for survival and a chance to see their families again.

Such were the lessons of the Cavanaugh Warbirds Over Addison Airshow. While marveling at the beauty of the historic warplanes and weapons, members of the Addison Composite Squadron could not help but connect with the past, and reflect upon the young people who fought and died in one armed conflict or another.

They also managed to sell a few chilidogs.

Gladewater Cadets Clean Up, 30-31 July

GLADEWATER, TX – Seven cadets from the Gladewater Corsairs Composite Squadron had promised to participate in an airplane wash as a squadron fund-raiser, the result of a local pilot-owner's request to one of the squadron's cadets. The seven very sleepy, very tired cadets arrived between 0700 and 0730 on the morning of 30 July, ready to start washing and waxing one of the aircraft based at Gladewater Airport. Despite the threatening weather, all jumped in and got started. Making use of their normal, excellent teamwork, the washing part of the job went well and quickly. The hard part was to come, though. This very first customer of the squadron's brand-new service also wanted his plane waxed.

That's when the trouble started – with the waxing. The shorter, smaller cadets were ideally suited for lower fuselage work, but the team had only one can of polish. Hmmm, what had seemed like a perfectly workable plan on the preliminary stages began to show some imperfections in practice. The medium size cadets, as it was plain to see, were best suited to work on the middle sections of the fuselage – but, alas, still a single can of polish. The imperfections were growing both in quantity and gravity. Besides, in a fit of size-derived self-appointed authority, the older, taller cadets cornered the market on all needed resources – the single ladder available as well as the lone can of polish. 

This observer reasoned that at least the upper portion of the aircraft was getting some polish applied. Uh, oh ... There's only one ladder!  What's the team to do? The choices soon became apparent. The cadets could either wax like crazy to get the whole wing covered, then stand down while a single wiper-downer rubbed the areas previously covered with polish. Alternatively, they could start mini relay hops up and down the ladder – apply a bit of polish, jump down, jump up and wipe it off, jump down, jump up and apply some more polish, jump down, and so on. A command decision, and a fast one, was very badly needed.

The answers opened surprising vistas of possible improved and continued cooperation. How about getting another can of polish and another ladder? How about two or three more ladders? As it was, the day was flying by with cadets taking turns at doing whatever work they could squeeze in individually before (figuratively) getting bumped off the ladder. How about leaving the wings for later, and concentrating on the fuselage for the time being, where no ladder was needed? The command decision was reached effortlessly, "Let's all get lunch." 

With the decision made, everyone galloped off to the airport office where, coincidently, the Pizza Hut deliveryman had just arrived. Over man-sized bites of delicious pizza and big gulps of Dr. Pepper, the team decided to put off until tomorrow what they couldn't get done today.  Plan B, brilliantly addressing all issues, required all to meet again a day later on the following afternoon, with several cans of polish and a number of ladders, and finish the job right (without the pizza delivery man).

1. 2. 3.

[1] Multiple Ladders did the trick! (L-R): C/AB Jamison, C/Maj. Mouton, C/AB Jones, C/AB Ruggles, C/AB Alexander, and C/CMSgt Alexander  [2] One beautiful, clean, shiny airplane (L-R): C/CMSgt Alexander, C/AB Ruggles, and C/AB Alexander. [3] The power of prayer - C/AB Alexander on her knees (perhaps praying for the job to be finished to perfection), C/CMSgt Alexander on ladder and C/AB Ruggles at wingtip.

In summary, the cadets did work very hard and the aircraft, a spiffy Cessna 172 painted in brilliant Texas colors, looked outstanding when the team quit on that second day. The cadets tolerated the minor(?) delays waiting for an opportunity to pitch in, with a minimum of hose rinsing mishaps where much more than the aircraft got rinsed (all of us ended up soaking wet as the result of "innocent accidents"). Since it was a torrid day, being wet was a relief that everyone on the ramp welcomed. The aircraft literally sparkled, and the only part of the job pushed back to the following day had been waxing the top of the wings.

It would appear that there is a great deal of interest among the Gladewater-based pilots who would like to avail themselves of this new plane washing and/or waxing service offered by their friendly local Civil Air Patrol unit. The squadron expects that there will be more aircraft to be washed during the remainder of the summer. Now that we have ironed out the kinks of our operation (or so we hope and pray) it should be considerably easier in the future. 

The lessons learned have been quite simple – more cans of polish, with more ladders and a willing cadet group, should prove to be a steady source of income for the squadron, as well as a great morale builder. Cadets participating included Cadet Major Steven Mouton, Cadet Chief Master Sergeant Andrew Alexander, Cadet Chief Master Sergeant Jarrod Alexander, Cadet Basic Rebecca Alexander, Cadet Basic Victoria Jones, Cadet Basic Bradley Jamison, and Cadet Basic Aaron Ruggles.

CAMP MABRY, AUSTIN, TX – One year ago, I joined the Civil Air Patrol knowing only that it had to do with airplanes. Since then I have learned about its other missions. Flying, however, is what hooked me into joining, and this year I got a chance to do just that.

When I got word that I had been accepted into a national Flight Academy, I was excited. I would be going to Nebraska, where I had never been in my life. In mid-April, I started taking flying lessons to get comfortable with flying and to learn about the aircraft. That’s how, going into the Academy, I had a great foundation of flying basics.

The day for my trip to Nebraska finally arrived. I flew into Omaha, and met other cadets as we waited for our ride to Camp Ashland, southwest of Omaha. As it turned out, Camp Ashland is similar to Camp Mabry. There was an old boxing coliseum with a concrete ring. The other interesting part about Camp Ashland was the wildlife. There were regular squirrels, ground squirrels, rabbits, fireflies, and bats. All of which we saw on a daily (and nightly) basis. It sits next to the Platte River which, at that spot, is less than a foot deep and seventy yards wide. It was common to see airboats on it.

When we arrived, we went into the building with all of the other cadets. It was quiet, but that would be the only time it would be like that at the Academy. The camp director introduced himself and the other instructors before sending us to our barracks. It was just like encampment but, from the outside, you never would have guessed it by the appearance of the buildings. All of the barracks were on pillars that were eight feet tall (I was told that the area is known for its flash floods), and there were picnic tables under them. The barracks had just been refurbished, so they provided a nice place to stay.

Every day we drove forty-five minutes to Fremont, north of Camp Ashland, where our planes were located. The drive went through nothing but corn fields and cows. Farming is huge in Nebraska. I learned this when I noticed that even fields at the airport were being used for growing something. There were seven planes, and three cadets were assigned to each plane. My instructor was Colonel Warder Shires. He is a retired Air Force pilot who has flown many historic aircraft that include C-119s and B-47s. The first day we did ground school and went through the preflight procedures for our Cessna 172P. On Saturday, the real fun would begin.

Each day, for the next two weeks, we woke up at five thirty in the morning, had breakfast at six, and drove to the airport at six thirty. After four days of this, I could feel the effects of the new routine. Sleeping in the van became a great way to catch up on rest and shorten the trip to and from the airport. Our Academy uniform was very simple: a black T-shirt with the Academy logo that we got issued to us and khaki shorts or pants. The food was good. When we were at the airport, our lunch was a ham and cheese sandwich.

We could hardly wait for our first flying day. Everyone was smiling and excited. It was a perfect day to fly, too, and I was anxious to get going. My first lesson went smoothly. We did the four fundamentals and I was happy with my performance, although I’ve had better landings.

1. 2.

[1] The students and instructors at the CAP National Flight Academy. [2] Cadets Petrosky, Cooper and Klein, with their instructor pilot, Col Warder Shires. (Photos: Major Plum and Col Grondahl, Flight Academy Staff)

The second day was just like the first one, but I did more advanced maneuvers such as stalls and turns around a point. At the end of the lesson we did some touch and go’s and pattern work. These first two flights had been a review for me, thanks to my flying lessons at home, and I felt that I could solo any day. I told myself to be patient, and concentrated on learning all I could.

The third day became the best one yet. It was a picture perfect day. I had the first lesson out of my group and it went without any problems. I executed everything Colonel Shires told me to do. For the rest of the day, I hung out with the other cadets at the Fremont CAP building, which is on the airport. Several hours later Colonel Shires told me that we were going flying again.

As we walked to the plane he said, “We are going to do some pattern work and I might hop out.” Wow! That got me excited. The moment I had been working towards might be minutes away! We went around the pattern once, and Colonel Shires told me to drop him off on the taxiway. He told me to “go get ‘em” and I taxied back to runway 31. I waited until traffic had cleared, made my call, and I was off.

Twenty feet into the air I heard a ping-like noise. It was a bird. Out of the corner of my eye, I had seen it hit the right strut. No problem, I continued around the pattern making the calls and adjustments. The landing was average and I went back to my instructor. He told me to go do it again, so I did.

On my second final, Colonel Grondahl radioed to ask me if I was solo. When I confirmed that I was, he congratulated me. After the second landing, I picked-up my instructor and he looked at me right in the eye and said, “Congratulations!” I parked the plane and Colonel Shires told the TAC Officer to go get the camera. I was the first cadet in my class to solo. I felt relieved at finally having accomplished my goal. During my solo, I wasn’t so much nervous as anxious. By myself in the plane, I had felt like a flying ace. I had been thrilled at how quickly the plane had taken off, so easily, with only one person in it. When I got back to the Fremont building, I told everyone, “I’ll never forget this day.”

Many people at the Academy had call signs. Mine was Tex. Others were Hotdog, Dots, Viking, Silent Bob, Spinner, No, Florida, Leprechaun, Leaf, Cell phone, and Pocahontas. All of the names stood for something. But not everyone got a call sign. By day four of the Academy, we were all good friends.

Besides flying and ground school, we spent free time playing football and volleyball. There were also a couple of water balloon fights and several parties. One day, they took us to a place called Lonoma Beach, which is a water fun-park. We definitely found great things to do when we weren’t flying.

Our trip to Offutt Air Force Base was a great experience. We ate lunch there and saw some awesome planes. We also went to the Strategic Air Command Museum. Colonel Shires had flown some of the planes that were in that museum. The coolest planes were the SR-71 and the B-1. Everyone enjoyed that trip. One of the coolest parts of the Academy was the Blackhawk O-ride. We did low passes and went between tree lines. Ten cadets and an instructor went at a time. I’ll never forget that.

I had two more lessons that were under an hour, then I was chosen to do a cross-country to return my plane. It is based in Chadron, Nebraska which is in the Northwest corner of the state. The academy is in the Southeast corner of Nebraska. I flew 3.2 hours to Chadron. Hotdog and his instructor followed us to pick us up. Our instructors had to teach two other senior member pilots there, so Hotdog and I went to the Indian battlegrounds and saw the peace tree. There was also the old fort that was used during WWI for training. After that, we returned to the airport and flew back to Fremont. I ended up flying 12.5 hours at the camp.

Everyone soloed at the Flight Academy. At our awards ceremony, I received a completion certificate, a National Activity Ribbon, and my Solo Wings. Camp Ashland had been my home for two weeks, and it was a bummer to have to leave the friends I had made. They had come from all over the United States. Would I ever see them again?

I’ll remember those two weeks for the rest of my life.

A friend is that someone you can trust with anything,
Who, by the expression on your face, can tell what you’re thinking. 

A friend is someone who’s honest and sincere,
Someone you will always hold so dear.

A friend is someone who will listen,
Who will hold your deepest thoughts and feelings,
And won’t judge you, so you have no need to hide anything.

A friend is someone who will forgive and forget.
With a true friend, you will never have regrets.

A friend is someone to catch you when you fall,
Someone who’ll help you up and put you back together. 

A friend is someone who makes you laugh and smile,
Someone who makes your day worthwhile. 

Even with miles in between,
A friend will always come when you’re in need.