You are here: Home / Archives for Civil Air Patrol

What I Mean by "Epic"

May 25, 2010 by 3 Comments


We sling around the word “epic” a little too freely, thinks I. And I guess that I’m more prone so say something like that after the last few days. They’ve been – well – epic.

When last I posted, I was at the hotel on Whiteman AFB in Missouri. After shutting down and clearing out, Rod Rakic and I headed out onto the base.

The first order of business was to secure breakfast. It turns out that, as the Alamo and Riverwalk are to San Antonio, the breakfast burritos at the bowling alley are to Whiteman AFB. No fewer than three people volunteered that the breakfast burritos at the bowling alley were second to none and suggested that we’d be fools not to try them out. And they were right!

Rod then dragged me to Military Clothing Sales to right a wrong that he has been seeing in my Air Force cover for months. I procured the largest one they offered (7-7/8) and it’s still a little small, but serviceable.

Then on to the good stuff. We were guests in the tower to see how operations work at the base for the B-2 Spirit stealth bomber. Everything you’d expect to see in a regular FAA tower, but about twice the personnel and A-10s, T-38s, and attack helicopters also launching regularly. And, when it came time to launch the B-2 training sorties, let’s just say that we had a unique view from close up. OPSEC suggests that I say little more, but it was a completely new experience for me.

Shortly thereafter, we got some lunch and then headed to the training center for a couple of sorties in the Level D full-motion B-2 simulator. (Yeah, I said Level D full-motion B-2 simulator!)

Side note: Please pardon the lack of pictures or other multimedia. I left the cameras and other shovels and rakes and implements of the podcaster’s craft back in the car. OPSEC is king there at Whiteman and I wanted to be a good guest. I know that I’m the guy in the new-media community who’s the first to shout at another new-media guy, “If you didn’t get audio and video, it didn’t happen!” Fair enough. The following didn’t happen.

The facility is in a vault (!) in the interior of the building with all kinds of security surrounding it. And that’s the security that we could see. I’m guessing that there were lavers upon layers of it that we couldn’t even tell were there.

I’ve never been in a sim facility before that was this sophisticated or realistic. You walk over a bridge to the sim compartment, which is itself on hydraulic supports and capable of a wide range of motion in all relevant directions and at all relevant rates. It’s a full B-2 cockpit with a wrap-around video display that cover the entire window area.

Each sortie involved a takeoff, a 30-degree turn (uncharacteristic for this aircraft that likes to stay very flat and present a very limited radar signature), a climb to a KC-135R tanker, various attempts at aerial refueling, then an ILS and landing back at Whiteman.

Rod flew the first sortie and I flew the second. The guy not flying hung out in the control room with the sim technician and watched a set of panels and a view “outside” while listening to the conversation in the cockpit.

Each sortie was about 0.7 long with the IP in the left seat and Rod or me in the right seat. You have a stick in your right hand and a fistful of throttles in your left hand. The PTT for the intercom is on the throttles. There are varying levels of automation and you engage them at various points after takeoff to assist in flying the aircraft.

Takeoff was surprisingly normal-feeling. Just a lot bigger and more protracted. Not unlike flying the DC-3 or another large aircraft that actually has vertical control surfaces to speak of. There’s a long takeoff roll and then you rotate off at well in excess of the cruising speed of most of the aircraft that I usually fly. Once established, you let the autopilot fly the climb airspeed until it’s time to pitch over for cruise.

At that point, the sim causes a KC-135R to appear magically in front of you and you climb to meet it. Boy, do I have a lot of respect for anyone who gets gas in mid-flight! I suppose I had already begun to have that respect from the sortie last summer in the KC-135R from Grissom ARB. But the process from the “get” side is awe-inspiring.

I was really saturated throughout the refueling process. But I remember stealing glances at the airspeed indicator and kicking myself for being two knots off. Two knots makes a big difference. It’s a walking pace. You can cover a lot of linear distance in ten seconds at two knots. Enough to blow right out of the top, bottom, or sides of the 2,000 or so cubic feet that I’m guessing make up the volume in which you can receive gas.

And the B-2, like any other large aircraft, reacts slowly and deliberately to control inputs. If you’re moving the controls in response to what you see out the window right now, you’re just piling up pilot-induced oscillations. What you see out the window and on the displays is the aircraft reacting to what you did three to seven seconds ago. It’s like playing guitar plugged into a long delay effect. You’re listening to what you did awhile ago, but you have to play now to make stuff happen in a few seconds or the whole thing gets downright un-musical in a hurry.

Rod and I each had boom strikes on the windshield and we caused permanent simulated psychological damage to the simulated boom operator. Neither of us actually got connected to the tanker. But neither of us killed anyone, either.

Each of us confided to the other after the experience that he was hoping like hell that the other guy wouldn’t get any gas. KMHL to KPWK is a long time to spend in a C-182T with a guy who got gas when you didn’t.

Rod got the better landing. You don’t flare the B-2. It’s a flying wing. You just point it at the touchdown zone and roll the power to idle. The airplane flares itself. I had a hard time with that and had to push a little at the IP’s call. Rod just flew the thing on. Cool on his part, but not enough to make the flight back to Chicagoland in said C-182T any worse than it needed to be.

And I guess I got the last word by remembering to bring my logbook. The IP signed it for the sortie and an already cool logbook got one notch cooler.


We got back into the minivan and headed back to Marshall (KMHL) to preflight, fuel up, and get back to Chicagoland. We launched just before sunset and air-filed back to Chicago Executive (KPWK). It was severe clear most of the way back with stars guiding the way, but the destination was iffy. A low-pressure system was dominating the whole area. KPWK was forecast to be 1,000 overcast with four miles or so of visibility and we were good to go with that. Two G1000-qualified aircrew in a good airplane with lots of alternate options.

As we neared the area, the METAR had dropped to 300 overcast with low visibility in mist. We were busting through banks of stratus and cumulus clouds, although the ride was mostly smooth. We got within 10 miles or so of the airport, snatching glances down through breaks in the clag to see the whole area around KPWK socked in.

We had briefed minima for our aircrew of 1,000 ft ceilings and three miles of visibility. There was some temptation to go down for a peek, but I’m proud to say that this aircrew planned the flight and flew the plan. Rod keyed up ATC and requested a diversion to DuPage (KDPA). We got vectors immediately and planned for the ILS.

The approach got downright interesting. We spotted the runway from two miles outside the final approach fix. About that time, KDPA tower advised us that visibility was at a half mile – minimums for this approach. We let the tower know that we could plainly see the runway. The tower allowed as how the other end of the airfield might be worse than our end of the airfield. In any case, we had both FAA minima (according to the AWOS) and out own minima (according to two installations of the Mark II Eyeball) and Rod brought her in for a good landing.

As it turns out, the other end of the field was socked in pretty well. I recall offering Rod $100 cash if he’d shut off the strobes sooner rather than later. But we made the taxi to Illinois Wing CAP headquarters without incident and buttoned up the aircraft for the night.


The next day was a training exercise for the Illinois Wing. As many of you know, I’m planning to attend Civil Air Patrol Mission Aircrew School at the National Emergency Services Academy next month and get trained to be a mission pilot. In order to do that, I need to first, among other things, become a mission scanner. I had completed all of the requirements other than a couple of technical operational items and flying on two training sorties. I’ve been slightly bunched up about the possibility of not getting the sorties in and missing the chance to go to MAS, So I lined up three opportunities in the hopes of hitting two.

The first was an Illinois Wing exercise on Saturday. Rod had arranged to let me fly on an aircrew in the exercise to known out a sortie there before driving home. The next opportunity was a Michigan Wing SAREX at KFNT the next day and, if one of those opportunities blew out, I had a self-funded unit sortie scheduled for Tuesday.

I got the Saturday sortie after the weather cleared up at KDPA. I sat front seat with Rod and we had the privilege of flying with 1Lt Tommy Whang and 1Lt Sheri Sorenson in the back. Sheri was flying a scanner sortie and the Tonny was shooting photos to maintain a qualification.


We located the target northwest of the Chicago area, did an expanding square pattern with the help of the G1000 and the GFC 700 autopilot before getting the required pictures and heading home.

I beat feet for home and arrived at KFNT early the next morning. After cooling my heels at the mission base for a few hours, Capt Norm Malek and 2Lt Dave wood arrived with the KPTK C-182T. We drew a sector search with a start at a lat-long point and a full mow of the lawn for the rest of the sector if we didn’t find anything. And there was a photo mission to boot on the way back.


We arrived at the start point and I set up the search with the G1000. The amount of time that I have in this particular airplane, together with the seven or more hours I’d spent sitting behind the G1000 over the prior few days, made setting up the search second nature and I had us in an expanding square in no time.

By the fourth leg of the square, Dave spotted a blue tarp and the letters “CAP” mowed into the grass behind a house in the search area. We radioed in to base and were instructed to photograph the find and then return to base.

Mission scanner sortie no. 2 complete! Locked and loaded for MAS and NESA 2010! And the end of an exhausting and challenging four days in a flight suit.

Which brings me back to the epic-ness of the last few days. We spend amazing amounts of time, money, and energy learning how to fly. How to make airplanes perform missions to their full potential. And, all too often, it’s simulated ersatz stuff. Hoods instead of clouds. Discussions of hypothetical weather on hypothetical trips to hypothetical places. Calculating weight and balance for people in the back seat who never actually sit there.

I’m not saying that those exercises aren’t useful. They are. But it’s not hard to arrive at a state of mind in which the hypothetical is enough. Is all you need. Is normal.

I’m here to tell you that it’s not enough and you shouldn’t let it be normal. It’s not easy to decide to launch into known weather on one of the longest trips you’ve ever flown. In strange airspace. To strange airports. With the very real challenge of thinking on your feet when things don’t go as planned. Then doing it at night in sustained actual IMC with low ceilings and wildly varying visibility. Then launching with a CAP aircrew to go find stuff on the ground that, although simulated, is real enough for you because you’re up there packing crazy amounts of workload into limited bandwidth and actually putting the words of the MART into action and objectively demonstrating skills.

None of this stuff is easy. Especially the first time. And the general aviation training culture seems pretty willing to let you keep pretending as long as you like.

But I’m here to tell you that the hard stuff is worth it. I just got a four-day immersive demonstration of that very thing. I stretched just about every limit I had and the preparation and willingness to go launch into it paid off. This is epiphany. This is discovery.

This is epic.

Filed Under: Stephen Force Tagged With: , , , , , , ,

Channeling Dick Collins: IFR to Whiteman AFB – Almost

May 21, 2010 by 1 Comment


So Rod Rakic calls me up a few weeks ago. Seems we have an opportunity to go check out the B-2 Spirit bomber at Whiteman AFB. Cliff, a mutual friend, had kindly offered to give us a tour of the facilities and get us close to the mighty Mach 0.95, 335,500-lb. Heavy stealth bomber.

I, not being an idiot, say “Let’s go!”

To make it even more epic, Rod arranged for an Illinois wing CAP C-182T Nav III to make the trip from Chicago Executive (fka Palwaukee) (KPWK) to Whiteman.

When we got together at KPWK and sat down to brief the mission. A band of precipitation sat between us and our objective. No getting around it, really. It was all green and yellow, but non-convective as nearly as we could tell. Ceilings between 800 and 3,000 and tops between FL180 and FL250. It was clear that, if we were going to make this trip, we were going to be in the crud for a good portion of the flight.

Both Rod and I are qualified CAP pilots in the G1000-equipped bird. We’re pretty good operators – Rod perhaps more so than me. The issue now became whether to go launch into weather that we both knew that the bird could handle and for which both of us are well-trained, but that neither of us had experienced first-hand.


It was like a Dick Collins video. Planning to go launch into the soup for an extended period.

I’m a reasonably cautious guy. Old and bold pilots and all. I plan to be old. So’s Rod. I’ve talked with him about go/no-go decisions a lot in the past. We’re both conservative. But we came up with a “go” for this mission. Capable bird. Two qualified pilots. Weather thick but non-convective.

So we launched. We got into the soup well before Moline at 6,000 MSL. Then we hit the precip. Green on the XM satellite radar. Then yellow. Then green again. We gave the airplane a good bath.

And we were rewarded with a smooth flight and a beautiful phase between an undercast and an overcast. One of those great feelings you get when you train for something and then have success when you go out and actually experience it.


Then circumstance frowned upon us. We had been watching some convective activity near Whiteman, but it appeared that it would blow over by the time we got there. But the red stayed near the base. And then ATC called us up and told us that the Whiteman tower was evacuating because of a tornado in the vicinity. No good for Whiteman.

So we looked at our alternate, which was near Whiteman, but also close to the thunderboomers. With the help of the G1000, we identified Marshall Memorial Airport (KMHL) in Marshall, Missouri and shot the RVAV 18 to a smooth landing. The field was well above minimums, but it was scattered and ragged with a frond in the area and we stayed IFR through landing, then called up flight service to cancel.

As we taxied to the ramp, our eyes were greeted by the glorious sight of a CAP van parked outside the terminal building. It’s assigned to the Marshall Composite Squadron, which is based there at the field. A couple of phone calls later, we were meeting with the squadron’s commander and getting the keys to the van to drive the last 50 miles to Whiteman.

As we drove, lightning lit up the skies and low and dark clouds rolled overhead. Rail came down in varying amounts. Like all good pilots, we rehashed the flight and the decision to divert. I think we did a pretty good job of being situationally aware, being nimble and flexible to deal with the weather, and using good CRM to optimize cockpit operations.

Channeling Dick Collins for the first time. Flying through the soup and letting nature wash the airplane. This is the payoff for a lot of hard work. Now down to the hotel lobby to meet Rod and go see us some bombers!

Filed Under: Stephen Force Tagged With: , , ,

Video Episode – CAP Glider Sorties

October 19, 2009 by 3 Comments

Airspeed – VIDEO – CAP Glider Sorties from Steve Tupper on Vimeo.

Subscribe to Airspeed through iTunes or your favorite other podcatcher. It’s all free!

These are the show notes to a video episode. If you want to watch online, please use the direct link below. http://media.libsyn.com/media/airspeed/AirspeedCAPGlider.m4v.

Here’s the video from my first two glider sorties. I went up during the Oakland County International Airport (KPTK; “Pontiac”) Open House 16 August 2009 with Mark Grant.

These were CAP sorties with CAP equipment both towing and towed. And we were in some pretty busy Class D airspace, as you can hear. Great experience. I need to get out and get some stick time as well. Maybe a project for next summer.

BTW, I’m a CAP major and member of CAP’s Oakland Composite Squadron in southeast Michigan. That’s how I got access to these great rides. I also volunteered at the event, handing kids and adults into and out of the CAP aircraft.

I put this footage up in and Airspeed episode because it was a great experience and because I promote CAP to anyone who’ll listen. But you should know that CAP doesn’t endorse or promote Airspeed. Fair enough?

Filed Under: Stephen Force Tagged With: , , , ,

C/LtCol Melanie Davis: Incentive Ride in the Mighty L-39

October 1, 2009 by 1 Comment


Subscribe to Airspeed through iTunes or your favorite other podcatcher. It’s all free!

These are the show notes to an audio episode. If you want to listen online, please use the direct link below. http://media.libsyn.com/media/airspeed/AirspeedDavisL-39.mp3.

We’re very fortunate here in the Michigan Wing of Civil Air Patrol for a number of reasons. One of the best is LtCol Tim Brutsche, better known to some as “Dawg,” leader of the L-39 demonstration team, The Hoppers.

Here’s why. Tim offers a ride in his L-39 to any Michigan Wing cadet who completes CAP’s Spaatz Award.

The General Carl A. Spaatz Award is the highest award in the Civil Air Patrol cadet program. Think Eagle Scout and then some. It’s awarded to cadets who successfully complete all phases of the CAP cadet program and a final checkout consisting of a comprehensive leadership and aerospace education written examination, a graded essay, and a physical fitness test. The Spaatz Award is arguably the most difficult honor to earn in the CAP cadet program. Substantially fewer than one in 1,000 CAP cadets ever earn the Spaatz award.

Cadets earning Spaatz Award are also promoted to Cadet Colonel, the highest grade obtainable in the cadet program. Upon reaching the age of 21, Cadet Colonels are eligible to transfer to the Civil Air Patrol Officer program with appointment to the grade of Captain. Cadet Colonels who voluntarily transfer to the Officer program between the ages of 18 and 21 receive the grade Senior Flight Officer.

C/LtCol Melanie Davis received her incentive ride at Battle Creek this summer during the lead-up to the Battle Creek Field of Flight Airshow and Balloon Festival. I was over at the Duncan Aviation ramp finishing up my own T-6 ride with the AeroShell Team at the time and managed to get over to Tim’s hangar to do the interview planeside with C/LtCol Davis.

I should note that the L-39 incentive ride is not a feature of CAP or of the cadet program, either in Michigan or anywhere else. It’s something that Tim offers out of his own personal commitment to seeing young people thrive in the CAP program and it’s conducted completely separately from CAP. I should also mention that there’s no particular guaranty that the offer will last for any particular time or be made available in any particular way. It’s all up to Tim and anyone with questions should direct them to him.

I think that this is a wonderful incentive. And I can’t think of a better program to which Tim might direct this particular kindness. If you haven’t yet considered joining and participating in CAP, you’re missing out!

Hey, LtCol Brutsche! You can have my oak leaves and I’ll start at C/Amn if I can have a shot at time in that beautiful jet!

Filed Under: Stephen Force Tagged With: , , , , ,

Selfridge ANGB Airshow and Open House 2009 – Day 1

August 22, 2009 by 1 Comment


This is a regular blog post. Show notes and links to show audio appear in the other posts.

I considered just posting this picture and leaving it at that. Seriously. The major and the kid sitting there in the cockpit of an F-16 and talking about whatever. This Viper was there on the ramp and they were sending little kids up the ladder (yeah, the ladder and not the air stairs) for a moment or two in the cockpit with the driver. Pretty darned cool.

Day 1 of the Selfridge Airshow and Open House is done and it went over pretty well. Overcast skies most of the day and some of the performers had to flatten out their shows, but everyone seemed to enjoy it. If traffic was any indication, attendance is up at least 30-30% this year, similar to attendance figures for other airshows all over the country.

Having gotten most of my coverage done in the days leading up to the show, I left the house around 10:30. I hit the traffic backup at M-59 and I-94 and it was two and a half hours before I got to the ramp. Holy crap! Biggest objection is that the sergeant at the single-file choke point at the entrance to parking on the ramp was letting every other car or so stop and ask questions. I think that particular practice cost about 10,000 people an hour each of their lives. A butterfly flaps its wings on the ramp and traffic crawls five miles back down the line.

Not complaining. Just an observation. If you’re going tomorrow, get there early. If you’re not at M-59 and I-94 by 12:30, you’re not going to be to the flight line in time to see the Thunderbirds. I’m more delighted than most about the attendance. But, if I go back tomorrow, I’m hitting the media window at oh-dark-thirty and then taking a nap on the ramp under an F-16 until a more civilized hour.


The Thunderbirds demo was great at usual. I think they flattened the show, but I can’t be sure. The converging maneuvers, especially by the diamond, are really breathtaking. And they’re flying in tighter formation. This is the latest in the season that I’ve seen them and they’re tight and close and spectacular.

Kind of weird hearing Maj Mulhare on the PA. I still think of his voice as issuing only from inside my helmet with a refrigerator sitting on my chest, watching the horizon appear from the top of the canopy of an F-16D. Not from PA speakers out on the ramp with all of these other people around. He’s the voice of my childhood dream fulfilled. Mine! Yeah, I know that sounds a little like something you’d see scrawled in Cheez Whiz (or worse) on the wall of the trashed hotel room after they finally apprehend the crazed stalker. It’s not that way, really. Just a little weird to hear that voice out on the ramp. Probably because I spent so much time editing that episode and, for all practical purposes, flying that flight. Thanks again, Maj Mulhare! That was a really special 1.0 ASEL, sir! It’s okay that you flew Colbert. His audience might be slightly larger than mine.


More pyro this year than I’ve seen in past seasons. Here’s a shot of the ramp with the flight line in the background.
This is a really deep show from the parking lot. It’s something like a mile (at least) from parking the car on the ramp to the show line. The parking lot is about a quarter of a mile behind me as I shoot this picture and you can see that the show line is most of a mile away. The first year I volunteered at the show (2005), I was driving a golf cart picking up mobility-impaired people at the gate and driving them to the crowd line. I was relieved in the afternoon and went on to do something else. I don’t remember seeing convoys of golf carts driving them back at the end of the show. I half expected to see their skeletons still out there in folding chairs on the crowd line when I went back to volunteer again in 2007. But all apparently ended well.


Here’s N976CP (CAPFLIGHT 2027), the Michigan Wing C-182T Nav III that I flew from Pontiac (KPTK) to Newberry (KERY), Traverse City (KTVC), and back to Pontiac this week. 6.3 hours of time toward the commercial, as well as three instrument approaches and a hold, making me instrument-current for a little longer.

That’s Capt Shawn Wyant, the commander of the Oakland Composite Squadron of Civil Air Patrol (my home squadron) in front of the aircraft at the CAP display. Capt Wyant was also the long-suffering flight release officer (FRO) for both the flight this week and a half dozen or so training flights that led to my successful Form 5 in the aircraft last month. In addition to that aircraft, we had the Gippsland, the glider, the ES trailer, and lots of other hardware on the field. A spectacular showing by CAP! Really prod to be a part of that organization.


A semi-inspiring shot of the Michigan Army National Guard CH-47 Chinook in which I flew yesterday. Shot this from the McDonald’s just before the traffic goat dip this morning. Dave Higdon is right about trying to blur the prop whenever possible. He tries to shoot around 1/100th at the fastest to be sure that he gets a nice translucent prop disc in pictures. I shot this on auto into a bright sly and the camera probably set itself to about 1/100th. And I froze the rotors.

The CH-47, beautiful in its own way, is ugly to many even when the rotors are properly blurred. It’s ugly even to those who love it when you freeze the rotors like this. I need to learn my still camera a little better to say the least.

I have a pile of work to get done and will probably miss the show tomorrow. Some of that work includes finishing Goat Groove, the music to accompany the T-6A episode. I have great new studio monitors (Polk Audios) that are clean and deliver that canoe-paddle-to-the-face effect that I love so much when doing audio. Scott Cannizzaro would disown me if he know how loud I usually like it, but my ears don’t have to be the finely-tuned instruments that his are.

Get out to the show tomorrow. And get out there early! Gates open at 8:00 a.m. and there’s plenty to see and do on the field between then and flight time. Admission and parking are free!

Filed Under: Stephen Force Tagged With: , , , , ,