During my TDY in Puerto Rico, I learned that U-2 pilot Gary Powers had been shot down over the Soviet Union. We always worked under heavy security, but everyone was even more aware of the need for vigilance.
Alaska
When I returned to Laughlin AFB in the winter of 1961, I was sent TDY to Operating Location 5 (OL5) at Eielson AFB, Fairbanks, Alaska. Winter in Alaska is a memorable occasion. This time John Ladd and I were the two techs responsible for the engine equipment and for resolving all the problems. Our main objective was to keep the aircraft operational for the high altitude air sampling project over the northern hemisphere and the arctic. Without proper working engines, no one was able to fly and complete the assigned missions. John and I encountered several incidents that required us to work long hours with little sleep, but we believed in what we were doing and maintained our “can do” attitude.
Guam
In 1962 I went TDY to Andersen AFB, Guam. While I was there, Typhoon Karen blew through. One hangar door was blown off its hinges and three of our aircraft were destroyed. As bad as that was, we were fortunate there was no loss of life or injuries. However, we lost all our clothing, tools and other equipment due to the wind and rain from the storm. Some of the missions from Guam were for high altitude air sampling and photo reconnaissance.
Cuban Missile Crisis
When I returned to Laughlin from Guam, in October 1962 tensions between the Soviet Union and the US were coming to a boiling point. I supported this mission from Barksdale AFB, Louisiana and Laughlin AFB. Sadly, during this time we lost one of our pilots, Rudolph Anderson, and one of our aircraft. During the crisis, our wing flew and photographed more than 95 percent of the island of Cuba in search of the Soviet missiles delivered there. It was one of our pilots, Steve Heyser, who photographed the location of the Soviet missiles. Our wing was awarded the Presidential Unit Citation by President John F. Kennedy on his visit to Laughlin in 1962 for our outstanding accomplishment in Cuba. I was proud to be part of the effort on behalf of our country.
Australia
In March 1963 the 4080th SRW relocated from Laughlin AFB to Davis Monthan AFB, Tucson, Arizona, and formed the new 100th Strategic Reconnaissance Wing. I was selected to be part of the advanced group to move to Davis Monthan en route to OL11 at RAAF Laverton, Melbourne, Australia. We had only been at Davis Monthan a few days before we departed for Australia. Our mission in Australia was also high altitude air sampling in the southern hemisphere. Due to the extreme cold weather “down under” in March and April, I was diagnosed with pneumonia and was admitted to the RAAF station hospital for a few days; the treatment was outstanding. After a few antibiotics and a bit of rest, I was back at my job, eager to get on with our mission.
I returned to Davis Monthan in the fall of 1963. I recall I was on the flight line trimming aircraft when we received the tragic message that President Kennedy had been assassinated in Texas. What a sad day that was.
The Philippines and Vietnam
In February 1964 I was sent TDY to OL20 at Clark Air Base, Angeles City, Philippines. After completing only two missions, we were ordered by President Marcos to leave his country because he did not want the U-2s there. We hurriedly packed and departed en route to Guam where we stayed three weeks. When we left Guam, we had no idea what our destination was until we were airborne. Because we hurriedly departed in a KC-135 with equipment and personnel from the Philippines, we had not had an opportunity to completely tie down our fly away kits and other equipment. Most of the personnel onboard were required to hold down and secure equipment during takeoff. It was not until we were airborne that we were advised we were on our way to South Vietnam. We were once again the advanced party and we would be there to recover our aircraft when they arrived. Our mission was to photograph every inch of North and South Vietnam.
Field Maintenance Squadron and Operational Maintenance were separate units, but we worked together to meet a common goal. I was the Field Maintenance NCOIC and as such, I supervised personnel from the engine shop, hydraulics, sheet metal, pneumatic, instrumentation, electrical shop and aircraft ground equipment. We supported the organization in an outstanding manner and most of all we maintained our “can do” attitude, but like many, we were unsung heroes without much recognition for our efforts. However, I am proud of my accomplishments and the knowledge that I performed to the best of my ability.
Russell and Sherry Eddington.
During the first launch day in Vietnam, I was riding the left wing of the U-2 on our way to the launch pad. On the taxiway, I was startled to see a man dressed in black pop up out of the brush near the perimeter, probably Viet Cong. He held his gun and grinned at me as we passed by. That certainly scared me because we had no weapons, and no way of defending ourselves. Fortunately, we made it back safely and from that day on, we carried weapons out to the launch pad for early morning flights.
In 1966 I left Davis Monthan as a Tech Sergeant, Chief of the Jet Engine Shop, and a permanent change of station to Mactan Air Base, on Mactan Island, the Philippines. While at Mactan, I went TDY to Vietnam twice for 90 day TDYs. In 1968 I was reassigned to Edwards AFB and remained there until my retirement in 1971. I served in the military for a total of 24 years.
After retiring from the Air Force, I worked at National Aeronautics and Space Administration (NASA) as Senior Quality and Safety Engineer on the Space Shuttle Recovery Team until 1987. At that time my first wife, Rita, became terminally ill. I retired from my second career and cared for her until her death in June 1988. I returned to work for Lockheed Martin on the Space Shuttle Recovery Team in the same capacity I worked with NASA.
In 1991 I met my current wife, Sherry, and we were married in June 1993. I decided I had spent enough time in the workplace and retired again in 1997. Shortly after, I served as the Chairman of the Deacon Board at our church. I was elected to serve as Commander of the American Legion Post 476 where I have been a charter member for 40 years.
In 1998 I was asked to run for a seat on the city council of our community. I campaigned and won the seat where I served for four years; subsequently, I was appointed by my constituents to serve as Vice Mayor.
I have been blessed with 78 years of life and may God continue to bless me with many more.
Carlton L. (Lyn) Fite
Odessa, Texas
I was assigned to the Aerospace Ground Equipment (AGE) at Laughlin AFB, Del Rio, Texas. The unit provided ground support equipment for the T-33 and T-37. In 1963 SAC and ATC (Air Training Command) ground support shops were located in the same building at Laughlin on the northwest side of the runway. The missions of the two organizations were different, but at times each unit helped the other.
My most memorable experiences were when the CIA U-2s (we called them the Black Bandits) came in for a landing. They landed and taxied straight into one of the 4080th hangars. The hangar door closed immediately and the pilot shut down the engine. When those same aircraft departed, the U-2 engine was started inside the hangar, then the hangar door opened and it taxied out to the runway for immediate takeoff. The U-2 went almost straight up and out of sight. The 4080th U-2s were gray in color with USAF markings. The Black Bandits were solid flat black with no markings.
Lyn Fite and his 1951 Cushman motor scooter.
AGE shop in 1962, where Lyn worked.
At that time I recall Laughlin had two parallel runways. The AGE shop was responsible for servicing the regular Control Tower. We also serviced the generator on a portable Control Tower that was located about midway between the runways. The portable was used during the day when the student pilot flying was the heaviest. It was set on a built-up, earthen pad and had an open area under the building. One evening another airman and I approached the portable tower. From our pickup, the headlights revealed a person standing on the opposite side, only the lower legs visible.
Laughlin AFB was outside Del Rio, Texas on the Mexican border. From time to time illegal aliens gained access to the United States by night via the dark
areas of Laughlin's runways. Having seen the legs on the backside of the Tower, and being young and not very bright, I jumped out of the pickup, came around the side of the Tower and crouched down. I was ready to leap upon this illegal alien. Much to my surprise, as I came around the corner in my crouched position, I was eye to eye with the biggest, badest German Shepherd dog I have ever seen. Holding his leash was a very large 4080th Air Policeman with a great big smile. He said, “Good evening, may we help you?” My great adventure and plan to capture an illegal alien came to a sudden halt.
Frank T. Hayes
Port Washington, New York
Wife: Josephine
The Early Tech Rep Business
I was a Philco technical representative (tech rep) to the 4080th SRW during the first eighteen months at Laughlin. Prior to the 4080th Strategic Reconnaissance Wing (SRW), I had been with the 506th Strategic Fighter Wing (SFW) at Tinker AFB, Oklahoma for two years. In January 1957, the 506th Wing Commander, Colonel Richard O. Hunziker told me there was a special project soon to be operational, and he recommended me for the assignment. The commander of the new operation was a good friend of his. A short time later, I received orders to visit the 508th SFW at Turner AFB, Albany, Georgia. I was briefed on the single-seat RB-57D-0. The first two-seat RB-57D-2 had arrived. After a month of evaluation and getting acquainted, I was told to report to Wing Commander, Colonel Gerald (Jerry) Johnson. I had been in the reception area for an hour when Captain Pat Halloran from the 506th came out. We were surprised to see each other. I never saw Colonel Johnson, but his executive officer told me to return to Tinker and prepare to report to Laughlin AFB, Del Rio, Texas in April 1957.
Arriving at Laughlin, I found the designation of the new wing was the 4080th Strategic Reconnaissance Wing (SRW) and the Wing Commander was Colonel Hub Zemke. I signed in with the Training Officer in Charge (OIC), Captain Ed Bailey and NCOIC Tech Sgt Don Baxley at the Armament & Electronics (A&E) Squadron and went to work on training requirements for the RB-57Ds of the 4025th Strategic Reconnaissance Squadron (SRS). A few weeks later on June 11, 1957, we were going to lunch when four strange looking aircraft showed up in the landing pattern, our first glimpse of the Top Secret Lockheed U-2, the Dragon Lady as it was nicknamed, which were assigned to the 4028th SRS. The high-risk business of strategic reconnaissance now had an aircraft designed from the ground up for the mission. It was like a hot rod fighter crossed with a glider wing and landing gear, a totally new concept tailored for long duration missions at altitudes where no other aircraft had flown. With the unique capability came added complexities for life support and flight characteristics new to fighter pilots, some of which were subtle and could be unforgiving. Terms like SFERICS, NEPHO, pressure suits, face plate heaters and quick disconnects were new. Achieving an initial operational capability in the harsh and unforgiving atmosphere of 75,000 feet came at great expense and much pioneering by the 4080th pilots. The physiological aspects of flying with pressure suits, the long endurance missions of ten hours or more and the unique flying qualities of the U-2 demanded perfection from the pilots and technicians with no room for error. Our 4080th pilots and technicians were the best in SAC who provided start-up operations with the discipline and guardianship of a flight test environment. Becoming operational was a massive undertaking.
The 4080th SRW was an unusual unit with unusual leadership from a unique background well suited for the challenge. The transition of the strategic recon mission from the RB-47E that flew at 40,000 feet to the extreme altitude of 75,000 feet and safety from high-flying MiG 17s had rendered their predecessor, the RB-47Es, obsolete for overflights. With a single pilot, the Dragon Lady would perform the mission of the three-man RB-47E.
Frank Hayes’ Thunderbird.
The origin of the 4080th SRW traced back to Lockbourne AFB, Ohio where the Black Knight 4025th SRS had been formed in June 1955. In mid 1956, under the command of Lt Col Daniel C. Mulloney, the 4025th acquired photo recon RB-57D-0s at the Martin factory in Baltimore, Maryland and relocated to Turner AFB. It became the first squadron of the newly formed 4080th SRW. In September the 4025th SRS deployed to Yokota AB, Japan, accompanied by Wing Commander Colonel Jerry Johnson. Sgt Frank Lutrell was in Yokota and said, “When the first aircraft left the runway on the first classified sortie, they heard on the Armed Forces Network radio that the Russian Ambassador in Washington had complained the US Air Force had penetrated their territory.” They could not do anything about it, but their intelligence was superb. When the pilot of that mission returned, he wanted a rear-view mirror and each aircraft was then fitted with a rear-view mirror.
Josephine and Frank Hayes.
Some of the RB-57D-0s had also deployed to the Marshall Islands in the Pacific for atmosphere sampling tests over the Eniwetok Proving Grounds. The copper of the radio sense antenna in the canopy of those aircraft had oxidized. In May 1957 the deployed RB-57D-0s returned as the 4080th SRW was settling into Laughlin. Lt. Col. Daniel C. Mulloney, a superb commander of the 4025th SRS, was lost in a crash at Andrews AFB, Maryland in mid-1957. Major William J. Gregory, also a remarkable commander, then became commanding officer of the Black Knights. Many of the crews and technicians came from the 508th and 31st, both outstanding SAC wings.
The leadership of the 4080th traced back to the 56th Fighter Group of World War II fame. Zemke's Wolf Pack, as the unit was known, had 1006 victories and 40 aces to its credit. A combat pilot who brought down five or more enemy aircraft, confirmed on gunnery film, was officially credited as an Ace. Pilots included Jerry Johnson, Bob Johnson, Dave Schilling and Francis S. Gabreski, under the command of Hub Zemke, a full colonel at only age 25. Both Zemke and Jerry Johnson were Triple Aces. The 508th was activated in the summer of l952 at Turner AFB as a Strategic Fighter Wing with Colonel Cy Wilson as wing commander and Colonel Jerry Johnson as deputy commander.
My Own Mission
On my contract, instead of working on equipment made by Philco, I provided technical support for general electronic systems. It included classroom instruction, on-the-job training and investigation of problems affecting maintenance, reliability and safety. My monthly reports were sent through channels to Headquarters 2nd Air Force at Barksdale, AFB, detailing progress on training and problems investigated. This included recommended changes, interim work-around procedures and locally designed test aids. The work was accomplished in the form of training projects, tailored to help young technicians learn to write discrepancy reports and recommend solutions. Copies in their personnel records helped at promotion time, a practice that pleased the first sergeant.
The growing tech rep business attracted attention of Reader's Digest magazine which featured a very negative article. It reported that civilian advisors were being paid more than two-star generals, a disservice to both the Air Force and the tech reps. Although everyone had known of a bad example, the 4080th tech reps were appreciated and the article was soon forgotten. However, Headquarters SAC took exception to the Reader's Digest article and a few weeks later SAC's Maintenance Digest featured an article on tech reps titled, “A Boy's Best Friend.”
In the engineering world, tech reps were at the bottom rung of the ladder and Philco ranked at the very bottom of the ladder. At the top of the totem pole were the prime contractors who had greatest responsibility. While the pay was meager, the real-world experience would someday prove valuable. About half of the tech rep pay was in the form of expenses and those new in the business could barely afford a decent car. The bulk of the contract money went to pay for administration, benefits, field supervision and a home office support staff. Some of the other tech reps were Charlie Hinton, Jim Chalk and Pete Petchel from Martin, Joe McIntyre from Sperry, Jim Fraleigh from Federal Electric, John Holly and Dwyer from General Precision Labs, Frank Ramsay from Hoffman, Jim Bell, Larry Brooks, Dick Gilbert from Lear, Joe Ruseckas from David Clark, two tech reps from Ramo Woolridge, one from Perkin Elmer, Duane Rauch from RCA, one from Firewell and two from Ford to support the U-2 engine. Transis
tors were a new feature and electronic units were being compacted and shoehorned into aircraft, making system cooling critical. The electronics industry was young, but the support personnel were from the Korean War generation. Technical material was scarce in libraries and book stores. We had a good team of tech reps working in a desolate location to guarantee success of a project critical to national security; we shared a huge responsibility, and we worked together toward a common goal.
Life at Del Rio
About half of the tech reps were bachelors and five of us rented a big white house on the west side of Del Rio. Some of the married tech reps found apartments at Fort Clark in Brackettville, 30 miles east of Laughlin. The nearest television station was 165 miles away in San Antonio and reception was poor. We were always designing better antennas. Del Rio had one of the nation's first cablevisions, but it was only a little better than direct reception.
Remembering the Dragon Lady: The U-2 Spy Plane: Memoirs of the Men Who Made the Legend Page 29
