Airborne: A Guided Tour of an Airborne Task Force

by Tom Clancy

  As might be imagined, living in “the cycle” (as the troopers call it) is a tough business, especially on families and friends. At any time, day or night, a DRB-1 unit’s personnel may be beeped or called, and expected to be back to their unit in less than two hours. It is like walking a tightrope for six weeks at a time, with the threat of being thrown overseas into a war on less than a day’s notice! Clearly, this is not a life for everyone. Along with the parachute skills training that you saw in the second chapter, this is probably the toughest part of the airborne lifestyle. However, the folks at Fort Bragg, from General Crocker to the office clerks down at the brigade headquarters, all seem to want this way of life. It sets them apart, and is one of the reasons that many of them join the airborne. It is a life of structure and timing, as well as calculated risks and skills. For the “right kind” of soldier, it is the kind of thing they can build a career around.

  It must also be said that this lifestyle does not just belong to the airborne troopers of the 82nd. Around the country at a number of Air Force bases (AFBs), airlift and other support units are standing their own watches to be ready for the call. For example, at any given point in time, there will probably be one or two squadrons of C-130s on alert at either Pope AFB, North Carolina, or Little Rock AFB, Arkansas. In addition, there will always be similar units at Charleston AFB, South Carolina, and McGuire AFB, New Jersey, prepared to accommodate heavy-lift or intercontinental deployments. Remember, the eighteen-hour rule applies just as much to the transport units as it does for the airborne. In their case, though, the airlifters have to be ready with enough airlift aircraft to move the units, equipment, and supplies specified by the alert contingency, and then get them to Pope AFB in time to load and launch within the eighteen-hour time limit. That’s a really big deal for folks who have to operate and maintain complex aircraft like C-130s, C-141s, and C-17s! However, it is what is needed to make the airborne capable of keeping its promise to the national leadership, and the country.

  Life in the Cycle: The Summer of ʼ96

  Perhaps the most exciting and amazing part of all that we have shown you thus far in this book is that it is done by people. Not robots or computers, but people. Those people have to want to do this job for the President and other national leaders to have the option of putting a military unit into the air towards a crisis area within eighteen hours. However, people do want to do this job. In fact, they line up for the opportunity. To be part of America’s own fire brigade, soldiers will go to extraordinary lengths. Even to the point of living just eighteen weeks at a time. However, just what is it like to live in the cycle? Well, to find out, I took the time to follow Colonel Petreaus and his 1st Brigade troopers through one complete eighteen-week cycle in the summer of 1996. During this cycle, they did a wide variety of things and had a number of different adventures. I’ll try to distill them down and show you some of the high points, as well as some of the unique training opportunities that are provided to make the 82nd Airborne Division “America’s Honor Guard.”

  Prequel: DRB-1 (May 31st to July 26th, 1996)

  For an 82nd Airborne brigade, a rotation cycle really starts when the unit comes off a DRB-1 status. For Colonel Petraeus and his 1st Brigade, this happened on July 26th, 1996, when they completed the DRB-1 rotation that they started the previous May 31st. They had gone onto DRB-1 just after finishing up Royal Dragon, which had been their final preparation to get sharp before the alert rotation. During this period a number of significant events took place, the biggest of which was the return of the 3rd Battalion of the 504th (3/504) Parachute Infantry Regiment (PIR) from the desert of the Sinai. One of the interesting jobs that periodically needs to be done by the units of XVIII Airborne Corps is to provide forces for peacekeeping duty in the Sinai.51 This is done in conjunction with similar units from other nations, and the duty lasts for six months. In 1996, the 82nd supplied the peacekeeping effort with the services of the 3/504. However, by July, their tour of duty completed, the 3/504 was ready to come home. On July 7th, 1996, the first of three contingents from the 3/504 began their journey home. The two other contingents came home on July 15th and 22nd respectively. During their deployment the 3/504 had an outstanding record of achievement. So much so that the unit was put in for an Army Superior Unit Award, which is being processed as this book goes to press.

  In addition, the troopers of the 3/504 got to show their mettle by winning the Multi-National Force Skills Competition trophy for their rotation. This is a series of scored combat-skills drills. Winning is a really big deal within the peacekeeping community, and the 3/504 was only the second U.S. unit to do so since 1982. The 3/504th command team of Lieutenant Colonel Tom Snukis and Sergeant Major Dave Draughn had done an outstanding job of holding up the U.S. end of the peacekeeping effort, and had good reason to be proud of their troopers and themselves.

  Having all three of his battalions back home was a great relief for “Devil-6,” since he was already doing a DRB-1 cycle with only two battalions. To accommodate this, the 1st Brigade had split the DRB-1 cycle in half, with the 3/504th being the DRF for the first three weeks, and the 3/504 taking the duty for the final three. Now, some folks might say that this was an unfair burden for the brigade to have to bear given the importance of their mission. Colonel Petraeus, in his role as “Devil-6” (the 1st Brigade/504th PIR commanding officer), would just tell you that it is one of the many challenges that the airborne provides its officers. Along with getting the 3/504 started home, the 1st Brigade stood their alert quietly and coolly, with very little in the way of alert activity. Earlier in 1996 there had been several “tickles” that had resulted in contingency plans very nearly being executed, but these had passed without the need to deploy any of the forces from the 82nd. For 1st Brigade, this DRB-1 cycle passed without incident.

  Troopers of the 82nd Airborne on peacekeeping duty in the Sinai Desert. Every year, a battalion of the 82nd spends six months assigned to keeping the peace between Israel and Egypt.

  OFFICIAL U.S. ARMY PHOTO

  Time Off: DRB-3 (July 26th to September 13th, 1996)

  On Friday, July 26th, 1996, the 1st Brigade handed off the DRB-1 duties to the troopers of the 2nd Brigade. This done, everyone headed home for a touch of leave and some time with their families. However, within a week or two, everyone got down to work. Like any unit in the airborne, there were new paratroops to bring into the brigade, and it was time for others to move on. For some, the DRB-3 period was an opportunity to attend Pathfinder or Jumpmaster School, or to attend some other service course. These schools are essential to a soldier if they are to move up the ladder to higher rank and responsibility.

  In addition to these happenings, there was the whole process of refresher training for the units of the brigade. The constant movement in and out of the brigade means that basic weapons and airborne skills need to be constantly reinforced if the troopers are to stay combat ready. The training is also vital to the process of integrating new personnel into the various units of the brigade. It was essential that this be completed prior to the 1st Brigade going onto DRB-2 status, since the brigade would be heavily involved in advanced combat training during this period. In particular, they would make a rotation to the world’s finest infantry training center, the JRTC at Fort Polk, Louisiana. There also is the requirement to be ready to follow the DRB-1 brigade into action, should world events dictate that. By Friday, the 13th of September, 1996, the Devil Brigade had finished its “rest” period, and was ready to head into the “work-up” phase of their eighteen-week rotation. It would be an eventful month and a half.

  Getting Ready: DRB-2 (September 13th to November 1st, 1996)

  The start of the DRB-2 phase of 1st Brigade’s rotation was the start of an exciting period for Colonel Petreaus and his troopers. Almost immediately, they were faced with the upcoming deployment to Fort Polk for their JRTC training rotation, which was scheduled to begin in early October. This is a huge undertaking, given that a trip to the JRTC is costly, bot
h in dollars and time. However, I think you will find when I describe their time at Fort Polk that it was time well spent. However, there were other places to go as well. As I told you earlier, there are other parts to an airborne task force than just the paratroops. Without airlift units ready with skilled aircrews and maintenance personnel, as well as the proper aircraft, there cannot be any “air” in airborne. So follow me south on a visit to the future of American airlift: the 437th Airlift Wing at Charleston AFB, South Carolina.

  Charleston AFB, South Carolina, Saturday, September 14th, 1996

  There is no more beautiful Southern town in the U.S. than Charleston, South Carolina. Out of this famous river and seaport town came the beginning of the rebellion that became the American Civil War, our nation’s bloodiest conflict. Charleston has paid a high price for this independent streak over the years. In 1865, General Sherman’s army burned the town to embers as payback for starting the conflict by firing at Fort Sumter. The city was again wrecked 124 years later, when Hurricane Hugo paid a visit, destroying much of the downtown section of the scenic port. Today, Charleston has recovered from both disasters, and is poised to leap into the 21st century with a whole new group of industries popping up around the former stronghold of the Confederacy. While many of the old textile mills have gone offshore, new factories for things like BMW automobiles and Robert Bosch ignition systems have more than made up the slack. This is a city on the move, and you can feel the excitement as soon as you arrive.

  Inland from the city is the Charleston International Airport, which is a dual civilian/military facility. On one side is a wonderful new civilian terminal, and on the other is the home of the C-17 Globemaster III, America’s newest transport aircraft. Charleston AFB itself is not a new facility. The original base dates back to World War II. However, the steady patronage of Congressional leaders like Mendell Rivers and the immortal Strom Thurmond have kept the facilities at Charleston state-of-the-art, looking as good as new. The base has also seen its share of history. Back in the 1970s the first active unit of C-5A Galaxy heavy transports was based here. Today, the 437th Airlift Wing (AW) is doing the same thing with a new heavy airlifter, the C-17A Globemaster III. As I mentioned in the previous chapter, the wing is currently equipped with two squadrons each of C-17As and C-141Bs. Commanded by Brigadier General Steven A. Roser, the wing is also co-resident with the 315th AW. Commanded by Colonel James D. Bankers, the 315th is what is known as a “Reserve Associate” unit. This means that they share the base’s aircraft and work in concert with the 437th on a daily basis, providing additional flight crews and ground personnel. In fact, the 315th flies almost a third of the missions out of Charleston AFB. It is, however, the 437th that I came to see and fly with. At the invitation of the Air Force, I had originally planned to fly a five-day mission around the Pacific to get to know how the C-17 and the 437th works. However, world events took a hand in changing my itinerary.

  For the third straight year, Saddam Hussein had again flexed his military muscle, this time supporting a particular Kurdish sect against a rival faction. In addition, the Iraqi air defense systems had gotten somewhat active. Strikes by sea- and air-launched cruise missiles had damaged part of the air defense systems, but the rest remained intact after the strikes. Once again, U.S. forces made the annual pilgrimage back to Kuwait to show their fangs against the Iraqis. For this reason, the trans-Pacific mission I was to fly on was canceled, and the mission reprogrammed to take personnel and equipment for the 49th Fighter Wing (flying the F-117S Nighthawk, also known as the Stealth Fighter) from Holloman AFB in New Mexico to Kuwait. However, other opportunities for me rapidly presented themselves. The follow-on deployment of ground personnel and equipment from the 1st Armored Cavalry Division to Kuwait wound up being delayed several days, and I managed to get in several fascinating flights with the crews of the 437th.

  You might wonder why the 437th would continue flying training missions when there was a very real possibility of this crisis erupting into a shooting war. Well, their view is that no matter what happens, they still have a shortage of qualified C-17 flight crews, and their job is to get them ready as quickly as possible. The Globemaster community is growing so fast, and is flying operational missions so frequently, that qualified mission and aircraft commanders are in high demand. This is particularly challenging, since the C-17 Schoolhouse unit has moved to Altus AFB in Oklahoma, taking some of the best C-17 flight crews away as instructors. So life and training goes on at Charleston, the will of Saddam and other global thugs notwithstanding.

  My first chance to fly came on Saturday, September 14th, when I was invited to join a training qualification flight for several new aircraft commanders from the 437th’s 17th Airlift Squadron (AS). The flight would be commanded by one of the 437th’s instructor pilots, Major Tim Higa. The two command pilot trainees, Captains Eric Bresnahan and Doug Slipko, would alternate in the front seats with Major Higa. The loadmaster duties would be handled by Senior Airman Christina Vagnini, a young woman working at night on her nursing degree. We would be joined by John Gresham (with his ubiquitous camera and notebook), as well as 2nd Lieutenant Christa Baker, one of Charleston AFB’s Public Affairs Officers. This mission would allow the trainee pilots to practice low-level navigation, as well as short-field takeoff and landing techniques.

  C-17A Globemaster III heavy transport aircraft on the flight line at Charleston AFB, South Carolina. These aircraft are the crown jewels of the Air Mobility Command’s Transport Fleet.

  JOHN D. GRESHAM

  About 1700/5:00 PM, Christa, John, and I presented ourselves on the ramp in front of Aircraft 930600, also known as P-16. This is a nearly new (Fiscal Year 1993 [FY-93]) C-17A. However, don’t get the idea that the 437th is babying these birds. P-16 already had over 1,750 flight hours before we arrived, and would acquire more before the night was out. As we got aboard, Christina gave us a quick tour of the aircraft as well as a safety briefing. Then we headed upstairs to the flight deck to get ready to take off. Major Higa took the copilot’s (right) seat, while Eric took the pilot’s (left) spot. Christa and I took the two jump seats behind the flight crew, while John and Doug sat in the rear-facing passenger seats in the crew rest area, and Christina took her seat at the loadmaster station downstairs. After less than a half hour of preflight checks, Eric and Tim started the four engines and completed the preflight checklist. By 1748/5:48 PM, we were lined up at the end of the Charleston AFB runway, ready to roll. Our call sign for this evening would be “Heavy-51,” a direct reference to our aircraft’s size and weight.

  Eric advanced the engine throttles, and I got my first shock of the evening. The acceleration was more like a fighter plane than a transport capable of hauling a main battle tank. In less than 3,000 feet/915 meters, we were off, headed up into the Charleston AFB traffic pattern. Following a quick touch-and-go back at Charleston, we headed south towards the city itself. It was a gorgeous night, and the huge panoramic windows make it easy to keep an eye on nearby airborne traffic. They also are wonderful for sight-seeing. We continued south towards Savannah, Georgia, making land-fall just north of the huge container port. At this point, we began a low-level flight (about 2,500 feet/762 meters over the water) headed north along the coast. The ride of the big airlifter was so smooth, I almost forgot that we were airborne as I watched the sights go by. Shrimp boats of all sizes were visible, as were naval and cargo vessels out of Charleston. As we passed by the mouth of Charleston Harbor, Fort Sumter was clearly visible on our port side. By this time, the sun was low in the western sky, and the visibility was probably over 50 miles/80 kilometers. The flight was going like a dream, and Major Higa seemed pleased with Eric’s performance. However, the interesting part of our mission was yet to come.

  Heading west, we crossed the coastline, heading towards what is called North Field. This is a small military airfield which the U.S. Air Force (USAF) uses for practice in short-field takeoffs and landings. Along with our aircraft, several other C-17s were using North
Field for practice this evening, so Tim made considerable use of our extra eyeballs to keep an eye out for other air traffic in the area. Arriving over the field at about 1900/7:00 PM, we lined up for a high-angle-of-attack (AOA) short-field landing. I’ve done these in C-130s before, but never an aircraft the size of the C-17. However, P-16 was stable throughout the approach, and only the sudden thump as the landing gear hit the runway and the sudden deceleration from the engines’ thrust-reversers indicated that we had touched down. The rollout was again less than 3,000 feet/915 meters, and we pulled around behind another 437th AW C-17, call sign “Heavy-64.” As we waited our turn on the runway, Christina disembarked from P-16, wearing a communications headset, to guide the crew in the darkness of North Field. Less than ten minutes after landing, we were up again, getting back into the pattern to do another short-field landing/takeoff cycle. This time Captain Doug Slipko took over the left seat, while Major Higa stayed in the copilot’s position. What followed were three more takeoffs and landings at North Field, before we headed southwest towards Augusta, Georgia.

  By 2000 hours/8:00 PM, we were in the Augusta airport traffic pattern, getting ready for another series of touch-and-gos. Doug and Tim did a pair of these in the now-dark sky, before heading east towards Charleston AFB. By 2100/9:00 PM, they had P-16 in the Charleston traffic pattern, ready to finish up the mission. Once again, Doug and Eric changed seats, and set up for another touch-and-go. Once they had completed this, they finally lined on the main runway to land and finish up for the night. We landed at 2105 hours/9:15 PM, and taxied over to our parking spot. It had been a busy night, but also an informative one.