All of the pilots selected to fly the A-12 were active duty Air Force fighter pilots prior to being transferred out of the Air Force to become civilian employees of the CIA. This transfer stipulated that the Air Force pilots were required to resign their officer commissions for the duration of their CIA involvement. This was done with the understanding that they would be reinstated into the Air Force at the end of their contract with the CIA. Their compensation and insurance programs were similar to that afforded the CIA U-2 pilots. Of the eleven pilots selected, six were still on contract with the CIA when the Reconnaissance missions of Operation BlackShield started. The training program was not a rigid curriculum, but was based on typical fighter Squadron transition steps. Of course there were no A-12 experienced instructors at the beginning of the training program in 1962. One Lockheed Test Pilot formed the core of experience to use as an instructor in the beginning. Particularly, Louis Schalk, the first man to fly the A-12, was the designated “leader of the pack”. He was the Chief Lockheed Test Pilot on the A-12 Program, also serving as the first Instructor Pilot of the Blackbird era. A Flight Simulator was not developed for the A-12 program. A Flight Simulator would probably cost more than a production A-12.
Early planning did establish a need for a dual control version of the A-12. The fourth A-12 built was a two-seat version with an elevated rear cockpit with almost full duplicate controls. The rear cockpit was used for first flight familiarization for new pilots and as an supervisory location for the Instructor pilot on later training missions. The trainer version of the A-12, like the first built A-12′s were equipped with the J-75 afterburning engine. The intended J-58 engine was not ready for flight when the airframes were ready. The trainer was never upgraded to J-58′s. The trainer was the only airplane in the world to be equipped with a pair of J-75′s.
Before any flight training commenced, the airplane engineering ground school must be done to acquaint the trainee with the airplane mechanical systems.
Note: the last pilot trained was not selected by the normal system. He was one of the on-site F-101 chase pilots, with additional duties as F-101 instructor pilot and test pilot. Pilot attrition led to a need to train replacements. His selection and training was done a few years after the first group started, hence all of the early group were his instructor cadre. Lots of experience in this group was impressed on the “New Guy” This “New Guy” is the author of this treatise on training, Frank Murray.
1: Ground training.
The usual “Ground School” training for the A-12 pilot trainees was mainly performed by the engineers that were on hand at Area 51 to support the Lockheed development/test program. At the same time this training was on-going, the Flight Manual was being developed by a small group of Lockheed engineers and a few of the Air Force pilots that were assigned to perform the Standardization/Training function at the Area.
The usual systems operation training was done every day in the early days of the Program. In the early days of the Program, it was not unusual to see “Kelly” Johnson attend the training sessions. “Kelly” of course is the Godfather of the A-12 design. The basic systems of the A-12 were not really new ideas for the pilot trainees, but, some new systems like the Cameras, Defensive Systems (Jammers), Inertial Navigation System (INS), system recorders, and the on-board telemetry system (Birdwatcher) were new items to all of the A-12 pilot trainees. The ground training was on-going after the pilots started flying the airplane.
2: Flight training.
Before flight training can commence, the pilot must be fitted and trained to use the Pressure Suit. (See a previous treatise “Suit Up” on the Roadrunners website)
The basic flight training program comprised a ten mission transition to the A-12. The experience requirements imposed on the A-12 pilot trainees, made learning to fly the A-12 an academic situation. The A-12 is not a difficult airplane to fly, but it has performance in speed and altitude that is new to even the most experienced fighter pilots.
The A-12 Trainer was always used to acquaint the trainee with the flight characteristics, handling qualities, navigation system, air refueling and of course take-off and landing.
The flight training regimen follows.
Training Mission #1.
This mission is a Familiarization flight with the student pilot in the back seat of the A-12 Trainer.
The flight demonstrates normal take-off, climb, cruise, navigation, air refueling, flight characteristics with and without Stability Augmentation System (SAS), slow flight, single engine flight characteristics, and normal traffic pattern and touch and go landings followed by a full stop landing with the 40′ drag chute.
Training Mission #2.
This mission is much the same as #1 except that the student pilot is flying from the front seat and he does most of the flying with the Instructor monitoring for safety. Several touch and go landings are made as well as simulated single engine approaches and single engine go-arounds. These followed by a full stop landing using the drag chute.
Training Mission #3.
This mission has the student pilot again in the front seat, this time flying in his pressure suit. This takes some getting used to due to the limited vision problem caused by the helmet visor and the general limits of mobility imposed by the pressure suit. The flight concentrates on the use of the INS, air refueling and general mission handling while in the pressure suit. The Instructor pilot is in the back seat for safety and evaluation.
Training Mission #4.
This mission is the first SOLO flight in the A-12 trainer. The back seat is buttoned up and the canopy is locked. The Instructor pilot monitors the flight from the chase F-101 or the Mobile Tower at the end of the runway. The mission includes preprogrammed INS flight paths with at least two air refuelings. After let down to the home airport, several touch and go landings are made followed by a simulated single engine full stop landing,
Training Mission #5.
This mission is designed to prepare the student pilot with some of the flight parameters of the single seat A-12 equipped with the J-58 engines. The acceleration maneuver used to efficiently get the A-12 on to high Mach is a key step of training. The A-12 trainer does not have the powerful J-58 engines, but it can be used to demonstrate the flight regime necessary to accelerate the J-58 powered single seat A-12. The Instructor pilot usually flies in the back seat on this mission.
Training Mission #6.
This mission is a night time training exercise with the student pilot in the pressure suit and the Instructor pilot usually flying in his summer suit (non-pressure). This flight includes INS exercises with air refuelings and practice instrument approaches, and touch and go landings, simulated single engine approaches and a full stop with drag chute landing.
Training Mission #7.
This mission is the first flight for the student pilot in the single seat J-58 powered A-12. Before making this flight the student was required to observe several starts and launches of this model A-12. The Instructor pilot acts as chase pilot on this mission, flying from the F-101 chase plane from take-off to the landing of this A-12. Of course this is the big transition for the student pilot. A step by step approach is used to get the pilot to the point where he can handle the challenges of this more powerful airplane. On this mission an INS route is flown within the Special Operating Area (SOA) accelerating to approximately Mach 2. This followed by descent to air refueling. After refueling completion the pilot accelerates the airplane again on a track that will exit the SOA above Mach 2, usually leveling off at this speed and flying the INS route, arriving back at the home base after letdown. Normal landing follows with the Instructor pilot observing from the chase position. The A-12 was equipped with canopy mounted over-the-shoulder cameras to provide a record of the cockpit instruments and pilot actions during this mission. The Instructor pilot and student pilot review the footage for clues to pilot actions during critical phases of this flight.
Training Mission #8.
This mission is much like #7 except that the acceleration/cruise out is allowed to increase to approximately Mach 2.6. The Instructor pilot flies in the chase and provides mission review using the over-the-shoulder camera imagery.
Training Mission #9.
This mission is like #7 except that the speed/altitude schedule is flown to Mach 3.0.
The Instructor pilot performs as in #8.
Training Mission #10.
This is the “Graduation Mission”. Usually includes flying a “hot” leg at Mach 3 + with a refueling following, then another acceleration to speed/altitude followed by a recovery to home base. This completes the normal training regimen. Follow-on training in sensor operation, nighttime operation, ECM training is part of the concurrent operation at the home base.
3: Expanded mission training.
After the basic check-out training phase, the new pilot is scheduled to fly local sorties with the rest of the assigned A-12 pilots. These missions varied from simple one topoff refueling followed by a climbout/cruise at high mach/altitude along one of many routes pre-planned around the Western US. Theses sorties allowed the new pilot to experience the full envelope of the A-12 airplane, climbing to near maximum altitude, turns at maximum altitude/minimum equivalent airspeed. It was that flying in these conditions that the pilot occasionally experienced duct unstarts and the attendant difficulties of flight management.
4: Sensor operations.
Up to this point in his training the new pilot had not operated the Sensor systems the A-12 is equipped with. Of course the reason for having the A-12 is to provide carriage of the high resolution cameras over denied territories in adversary countries. The normal operation of the A-12 airplane is relatively simple, fly the airplane to designated places, turn on the camera on cue, then turn it to standby at the end of the photo pass. Sounds simple, but couple this action with responses from the adversary like firing SAM’s at you!! This will get your attention. The A-12 was equipped with one high resolution camera designed to take high quality pictures of the target from overhead. Some peripheral coverage is a part of this design but the main reason for being there is to not blink as you pass overhead. The camera systems were exercised on training missions flown over areas of resolution targets, usually painted on rooftops of bases. This exercise is important from a pilot training aspect, but is necessary for quality assurance and training of the camera company personnel. Several camera systems were exercised, each with unique control panel features. The pilot was well briefed on the operation of each system. Camera system operation was routinely a part of pilot proficiency training.
5: ECM Training.
This phase of training was designed to make the pilot aware and responsive to the needs to defend the A-12 while operating over denied territory. The various parts of the ECM suite (Defensive Systems) work in concert to defeat attacks by Surface to Air Missile (SAM) systems. The pilot was trained to use the few indicators that were installed for him to view. The names of the subsystems were cryptic, only explained as to what they were intended to do. A full up training/exercise mission would have the pilot overfly the target area for a photo pass, coupled with an activation of the simulated SAM systems. This action gave the new pilot the opportunity to see what the onboard ECM systems do during an attack. Sadly, not much of this training happened so the pilots had to wait until BlackShield to see the systems work for “REAL”.
The ECM system displays and controls were sparse, probably due to the CIA reluctance to let the pilot know how the system worked, for security reasons. It did make things simple.
6: Briefings/Debriefings.
This phase of training and continuing operations was probably the best thing done to help the development/testing/training programs.
Before each mission was flown, the operation staff/training cadre/and the contractor tech reps were present. In the first days of pilot training, the Instructor pilot would describe the mission to be flown. The chase pilot was present at this briefing. A staff officer would lead the briefing, making high notes of the flight area to be used, the refueling area/tanker
Locations. The weather conditions for the flight area were described as well as the terminal area. Any contractor special conditions were discussed. In the early days of pilot training, the sensor company tech reps provided valuable insights into operation of their equipment, they were the only source of system knowledge in the early days of OXCART.
Post flight training debriefings were an important followup. Many of the A-12 system sub-contractors attended the flight debrief to gain first hand reports of their system performance. The debriefing was usually conducted as soon as the pilot had his pressure suit removed.
7: Corollary training.
7: Corollary training. Several other areas of training were conducted to help prepare the new A-12 pilot cope with his mission. Some basic survival training was deemed necessary, such as coping with landing in water while wearing the pressure suit, parachute landing, survival off-the-land, jungle survival, seacoast etc. Some of these training events were fun times, good stuff to know. Other things needed to learn, such as resistance to interrogation, were not so nice to experience….but necessary elements.
Water survival training photos by Oxcart Helo pilot – Charlie Trapp
The author has the greatest admiration of the people the Agency provided to conduct the Corollary training. They gave of themselves, never really having a good day either.
Since this writing was intended to describe the flight training element, all corollary training description was intentionally sparse.
HISTORY OF HELICOPTER OPS AREA 51, SEPT ’62 – JUNE ’67
Det 1 1129th USAF Special Activities Squadron
By Charlie Trapp, Jr.
Chief of Rescue and Survival Branch
There I was sitting in the office of a helicopter rescue detachment in Charleston AFB SC when I got a call from Rescue HQs. “Do you want a job flying an H-43 helo at a classified location somewhere in the USA?” OK, I was looking for some new thing to do so I said yes. I asked our H-43 factory tech rep if he knew where an extra H-43 was located and he told me there was one at Nellis AFB NV .in care of the local rescue unit. My “yes” was a good one. I packed up my family–wife and two kids–and headed out west.
I stopped by the helicopter rescue outfit at Nellis and looked at my H-43. The Nellis folks couldn’t get it in good flying condition. So, I flew it and confirmed it needed help. I called the Area 51 Command Post to advise that I was in Las Vegas and had a problem. Col. Holbury got on the phone and asked what I needed and why. He said we would be supporting a high altitude construction project and conducting rescue support operations. I recommended that factory maintenance folks and a test pilot come to Nellis and they flew in two days later from the Kaman factory in Connecticut. I was impressed with the level of pull this place had wherever it is!!! I worked with factory reps and our crew chiefs who fixed the helicopter and I flew with the test pilot who gave us info and adjustments we could make to accommodate high altitude ops. The H-43 was previously used to snag in flight parachute payloads, which probably caused the chopper to be out of whack!
I called the command post and told Col Holbury the H-43 was okay. He came to Nellis and we flew the H-43 to the Area. My first landing was on top of Mt. Baldy at 9,000 feet. After he showed me where we were going to do the construction project, we headed to the base and were greeted by the guys when we landed.
It seemed like everyone was in a hurry to get us going. So we hurried. We trained fire fighters as aircrew members on how to fight fires with the 1,000-pound fire bottles carried to the fire by the helicopter dropping off the fire bottle and two firemen close to the fire. The helicopter would then hover over the firefighters, cooling the area, and clearing the smoke away while they laid a foam trail to the simulated airframe for the purpose of extracting pilots and crew members from crash sites. Also, we checked them out on hoist operations and other crew duties.
We trained our Pararescue jumpers (PJs) as crewmembers and provided a platform to practice parachute jumps. Capt Keith Spencer, Crew Chief, MSgt Walters, and I worked with contractors to plan our Mt. Baldy construction project. The helicopter was the only way to get equipment and people to the mountain top construction site.
We set up airborne alert procedures for the first few take-offs and landings of the A-12. Normally, we would be ground alert for A-12 ops and airborne for declared emergency landings.
Our rescue and survival branch included pilots, crew chiefs, fire fighters, maintenance folks, and PJs. Our branch ran a survival school for the A-12 pilots and others, which included desert, jungle, seacoasts, and mountain training sites, parasail training at Lake Mead, water survival, and a pistol firing range.
We worked with L. A. contractors, PJs and Capt Cravatta’s folks on the contents of the A-12 seat survival kit.
Capt Cravatta, MSgt Casto, and myself helped a Boulder CO contractor put together a walk-around sleeping bag with overlapping pockets to retain heat. The completed bags were pressure packed to fit in the A-12 survival kit.
We flew security checks around the perimeter of the Area.
We flew photo and security missions for the Atomic Energy Commission’s underground testing events. The Indian Springs helicopters normally supported these tests, but when they were out of commission or transitioning to the new H-43s they asked us to fill in. When the bomb would go off, the ground would rise and then sink in the shape of a large saucer. On one test event, they blew up our access road, which caused us to detour to get to and from work. We also helped check out Indian Springs crews when they received their new H-43s and flew airborne alert for President Kennedy’s Air Force One landing in Indian Springs.
We provided occasional rescue recovery operations for the Nellis Range aircraft accidents and bailouts.
One of our missions was to hover at 13,000 feet with 3 thousand feet of cable holding a metal ball. Guess they wanted a good separation between the helicopter and the ball so they wouldn’t cook the crew! It was interesting lowering this ball to a safe landing with help from ground observers 3,000 feet below.
The ground folks had trouble seeing the chopper at altitude so I asked “Flash” (MSgt Walters) to make something happen so they could see us. The next day he fixed it. He pressurized a large handheld fire bottle containing oil–ran a tube from it through the clamshell doors and up to the engine tail pipe. We demonstrated it by asking “twice” for a JATO assisted take-off using the taxiway in front of the tower. The tower answered with a questionable “OK, cleared.!!” We flew a few feet above the taxi way to our max speed (a scary 115 knots), hit the fire bottle release, pulled to a steep climb, and voila, thunder birds–a nice smoke trail. No problem seeing us on the next mission.
We also picked up 1,000 lb drone pods dropped by parachutes all over the desert valleys and mountains. We picked up the pods with the cargo hook and flew them back to base. After the hook-up, the crew chief climbed up the side of the helicopter to fly back with us. We had to fly back with the smooth side of the pod facing forward. We moved it around while in a hover using the mirror mounted on the nose of the helicopter allowing us to see the hook and position the pod so we wouldn’t wobble all over the place during flight.
Our crews would train at Lake Mead doing water hoist pick-ups and PJ water jumps.
MSgt Casto jumped out of a C-130 at a high altitude to test the A-12 pilots’ pressure suit and was awarded a medal for his efforts.
Our construction project on Mr. Baldy was a big one. All personnel, equipment, food, water, parts, tower sections, wet cement, conex box, welding equipment, generators, etc., had to be flown to the site by our helicopter.
The contractor dug three holes which we filled with 30,000 pounds of wet cement transported by helicopter 1K at a time. The cement was embedded with four good-sized rods used to attach each pole base plate with matching holes.
Because of the heavy weight of each of the poles and the high altitude, we had to reduce the fuel load with only the pilot on board. We used a hundred feet of intercom cable so the crew chief could direct the pilot from the ground to raise the poles from the horizontal to the vertical position to place the poles on the concrete bases. Hovering was made difficult with the high-density altitude, winds and poor visual reference to the ground because of the steep sides of mountaintop. Four ground people tethered the pole with ropes until the bolts could be secured to the base. We were pretty much at the red line for power during the lift. Col Holbury was there to observe the first operation and he was very pleased at what he saw.
We replaced the H-43 with a UH-1 Huey because it was faster and we were able to load and unload people and cargo from both sides of the cabin which made our job easier and safer. We maintained both helicopters until the crews were checked out in the UH-1. Both helicopters were used to support many other construction projects throughout the area. Flash and I picked up the UH-1 from the Bell plant in Texas and flew it back to the area.
I was in Las Vegas with the UH-1 when I got a call that Walt was missing. I gathered our crew and a Nellis flight surgeon and started the search. Dark mountain terrain and high winds made it difficult. The H-43 searched from the Area. We called off search because the H-43 was low on fuel and there was no sign of a fire nor were emergency radio signals heard. We rescheduled a first light ops for the next day. We took an F-105 pilot and flight surgeon with us. The F-105 pilot thought he knew the approximate crash location.
We flew the UH-1 to the area and found the A-12 very soon after arriving. The drag chute was deployed. The PJs were deployed to search the area and the aircraft, and discovered that the ejection seat and Walt were missing.
We searched the rest of the day without success. We planned the next day’s search with several agencies. We started at the point of impact and searched back along the flight path. My UH-1 crew flew past Walt that morning and did not see him due to shadows caused by the low sun angle. Later in the day, the C-47 guys saw a sun reflection from his suit or visor and they directed us to the site where we landed and picked up Walt. He was still in his ejection seat. We took him to Nellis and to his family. It was an honor to find and take Walt home to his family. Closure is so important to the families. Not finding him would not have been a good thing.
We later returned to search for the canopy and camera–it took 15 days to find them. I don’t remember who recovered them. We re-supplied search parties with food, drinks, and equipment. There were horses involved in the search as well. Our crews and searchers put in long days supporting a very important effort.
A month or two before all this happened, the PJs and I took Walt and other pilots to Fort Myers FL for jungle and sea coast survival training. The only transport to the training site was by boat. The guys had to survive on land vegetation, fish, and turtles for several days. I provided the psychological stress by announcing at the end of each day that I was leaving for the night for a shower, a few drinks, and a steak dinner and they weren’t. I had to run to the boat to avoid harm. All was forgotten when we brought a case of cold beer for the last night!
Our guys spent a lot of time in the Area pool testing equipment pressure suits, floatation devices and survival procedures with the pilots. Someone suggested parasail training so Charlie Cravatta, Earl Casto, and I went to Randolph AFB TX for ground parasail training and on to Pensacola for water training with the Navy. We learned how to run parasail ops. We got the equipment and arranged with the Coast Guard at Lake Mead to use their boat. If the winds were less then five knots, the boat’s slow acceleration made the launch difficult. Okay, so we dragged a few guys in the water before getting airborne. A five to ten knot wind was perfect. We didn’t hurt or lose anyone, but we may have scared a few guys. Our first few launches, we used staff pilots as test dummies before launching the A-12 pilots. Just prior to the first ride while hooking up the pilots, we saw a lot of deer-in-the-headlight looks!!! I had left the area prior to all the fun with the pressure suits and the new boat.
When we first arrived at Area 51, we were asked to be airborne for A-12 take-offs and landings. After a while it was decided that the A-12 was reliable enough so we could stand on ground alert. Although a couple of years later, one A-12 crashed on take-off and another crashed on final. Both pilots survived. Bill Park pulled off a low altitude ejection seldom seen!!
We had only two helicopter pilots for a while so we didn’t always get home every weekend and very few times during the week. We wouldn’t know until late Friday if we had to stick around for a Saturday A-12 flight. We did however get three more pilots, Angle, Pinaud, and Scamardo. Spencer left after three years, became a Continental airline captain, and then retired. Ted Angle left the Area sometime after June ’67 and became a test pilot at Edwards where he flew the U-2 and several other aircraft. Joe Pinaud became a logistician and retired from Warner Robbins AFB (deceased 2009). Don’t know what happened to Sam Scamardo.
The extra pilots made more time to work on all the projects, fly VIPs and emergency missions in the U-3B, C-180, and C-210. For example, I flew Kelly Johnson, Jim Irwin (Moon guy), and many other VIPs to Burbank, Van Nuys, LAX, Edwards AFB, and Las Vegas.
We all kept in shape by using the sports facility, which included a basketball court, squash courts, bowling alley, swimming pool, and a hand made three-hole golf course. We ate very well in our mess hall. Our great cook, Murphy Green, had steak night, Mexican night, etc. We enjoyed outstanding cheeseburgers during our poker games. The first guy to fold in the “cheeseburger game” had to pick-up and deliver them. Big pots formed–nobody wanted to fold and have to pick-up the burgers. I got called out of these games several times at 10 or 11 p.m. to fly folks with emergency problems to L.A. Seems nobody above the rank of captain could make the trip! I really didn’t mind because it was a good thing to do.
Some of us were lucky enough to officiate at the PGA Tournament of Champions hosted by The Desert Inn. We took turns escorting golfers from tee to green. I walked with Nicholas, Palmer, Casper, Rodriquez, Snead, and others. I was within a few feet of them for every shot and comment. It was pretty special. We were able to play free golf anytime at The Desert Inn, Tropicana, and Sahara courses. Denny Sullivan and I had many very competitive rounds of golf together (squash court also). I tried to find something he didn’t excel at and couldn’t!! Sgt. Lin Kelly (great guy) set all this up with a colonel that worked at the Atomic Test Site.
I was a check pilot in the H-43, UH-1, U-3B, C-180, C-210, and co-pilot on the C-130. Other helicopter pilots flew some of these missions. When the Cessna Company delivered a new C-210 to Las Vegas, LtC (Black Bart) Barrett asked me to pick it up, fly it to the Area, and checkout other pilots. I picked up the keys, found the new airplane, and checked myself out on the way back to the ranch. I got some stick time in the A-12 trainer with Burgie who wouldn’t let me refuel or land. After all, I let him land my H-43 with very close supervision.
The C-130 guys needed a co-pilot so I got a local check out and flew a lot of missions with them. They were a fun and generous crew. I was able to fly pilot seat on most flights, which was helpful years later when I had a local check out in the HC-130 rescue tanker.
I was very proud of our outstanding rescue folks–pilots, firefighters, PJs, crew chiefs, and maintenance guys. We were asked to do a lot of varied projects, some of which took a lot of effort and skill to pull off. The pilots had to be very skilled at landing, hovering, and balancing the helicopter while loading and off loading sometimes while one skid or wheel was on the ground or a rock while the other skid or wheel was in the air. Our aircrews were awarded ten Air Medals and several Air Force Commendation Medals for meritorious achievements while participating in aerial flights at the ranch.
The maintenance guys and crew chiefs kept these aircraft in great shape and maintained a very high in commission rate. The aircraft were kept in alert status so we could readily respond to any contingency in minimum of time.
The personnel at Area 51 were exceptional. They all worked hard to make the A-12 project successful. They also supported our branch and were very responsive to our needs and requests and did not get in the way and try to micro manage our projects.Our two bosses, Colonels Slip Slater and Bob Holbury did a great job of keeping all of us in check. Colonel Slater always displayed an exceptional sense of humor.
Finally, don’t forget our families. Their support and understanding that we were doing something very important even though we couldn’t tell them what it was some how justified our being away from home so much and helped us do our job and deal with the separation. We were lucky to be home most weekends. In my case, during my five-year assignment I was home on most weekends and was able to take a rare week or two of leave at a time because I couldn’t be away from the ranch too long–there was too much going on. My wife (at the time) did an outstanding job maintaining our home fires and raising three young children (one being born in 1964).
Rescue and survival branch members:
Helicopter Pilots
PJs
Crew Chiefs
Firefighters
Charlie Trapp
Earl Casto
Bill (Flash) Walters
Unknown
Keith Spencer
Gordon Bailey
Tyndal
Ted Angle
Fred Schneider
McCloud
Joe Pinaud
Coy Staggs
Baker
Sam Scamardo
Thomas
I arrived as a Captain in September 1962, promoted to Major in April 1967, and departed Area 51 in June of 1967. I went on to become commander of seven Air Force units. I was the 3rd Air Rescue Group Commander and on the staff of USSAG/7th AF staff in SEA 1975 at Nakhon Phanom Royal Thai Air Base where we planned and participated in the evacuation of 287 non-combatants from the embassy in Phnom Penh, Cambodia, and the Ambassador and 6,000 non-combatants from Saigon. Two Air Force helicopter units, four of my staff, and myself were deployed out of Thailand to the Aircraft Carrier Midway where we helped plan and execute the evacuation of the non-combatants. Our helicopters also participated in the recovery of the United States civilian container ship Mayaquez from the Cambodians. I commanded two flying squadrons, the 41st ARRSq (HH-53s and HC-130s) and the 37th ARRSq (52 UH-1Fs, 105 pilots, and 275 enlisted); the 450 man 11th ARRS Consolidated Maintenance Squadron; and three HH-43 local base rescue units (two in SEA and one in the conus).
Sorry that I could not remember some of the names of our crew members or if I missed some names. Hey, it was 43 years ago. If someone knows who is missing, let me or T.D. Barnes know and we’ll add the missing names. If anyone can add to this history, especially after I left Area 51 in 1967, please send it to T. D. Barnes and info me.
Charles E. Trapp, Jr.
Colonel, USAF Retired (1982)
Major Trapp being presented Air Medal for his operations on Mt. Baldy. Burt Barrett presenting medal and Ray Schrecengost looking on
Capt. Trapp – H-43B Helo
Capt. Trapp – H-43B Helo
A-12 Pilot Ken Collins hanging above base pool prior to dunking. Capt Trapp on diving board with Capt. Cravada’s suit tech, name unknown
Testing conex box tech flight prior to placing on Mt. Baldy
Testing hook-up of conex box tech flight prior to placing on Mt. Baldy
Testing lift-off conex box tech flight prior to placing on Mt. Baldy
Mt. Baldy construction project
Mt. Baldy construction project
Site of Mt. Baldy construction project
H-43B in flight
Ground View Mt. Baldy construction project
Helo view Mt. Baldy construction project
H-43B in flight Mt. Baldy
H-43B in flight Mt. Baldy
Tower construction Mt. Baldy
Construction project
UH-1F construction project
H43B practice crew extraction from crash site – rotor wash cools area, spreads foam and clears away smoke
H-43B crew members Capt. Keith Spencer, Msgt Bill (flash) Walters, and two airborne fire fighters (names unknown)
Parasail launches at Lake Mead
Parasail launches at Lake Mead
U-3B C-210 support aircraft (missing C-180 and C-130). Capt. Trapp was checked out in all of them
UH1F crew members Captains Joe Pinaud, Ted Angle, P.Js. MSgts Coy Staggs, (Beetle) Bailey; Tech Sgt Schnieder, Flt Engineer Sgt Baker, Flash Walters and unknown fire fighter.
A-12 Project Pilot Frank Murray adds:
Once upon a time the powers that be in Ops at the Area decided that they ought to let our lead helicopter pilot check out in the T Bird (T-33) Not only that, they picked Frankie to be Charlie’s Instructor Pilot. So I schooled Charlie on the airplane systems of the T Bird from the pilots manual. Then we went down to the ramp and stuffed Charlie in the back seat for a familiarization ride. He did well handling the airplane so the next ride was to be in the front seat. Boy, we had to grease his hips to get him into the front of this little airplane. I supervised his start and climbed in the back for his first front seat ride. All went fairly well with him doing all the flying, but when we got to looking at him in that seat it was apparent that on an ejection he would probably leave his knees and elbows in the cockpit. Just way too much man in the little T Bird front cockpit. So we gave up that effort on the spot. He probably would have fit OK in the F-101, but no one pursued that. If they had I bet I would have been his Instructor there too. This guy has great hands but ya gotta have the right size airplane for him to fly!! He would have had a size problem in the A-12, it was made for much smaller build guys. Size limit for flying the A-12 was 6′ and 170#. Just thought some of the people might like to know that we did try to let him fly other things up there.
Charlie Trapp adds:
Frank, remember we talked about all this in flight after about an hour. We called ahead to have Cravottas’s folks meet us when we landed. They did some measurements an calculations and we all agreed I should get out of the T- 33 while it was still on the ground!!! Charlie.
style="display: block; text-align: center; margin-left: auto; margin-right: auto"
height="84" width="81">
Trapp Charlie Trapp recalls: Our
rescue-survival section tested the suits in the area pool. (A-12 pilot Ken
Collins shown in the pool at “Sam's Place” Trapp is talking to one of the
assistants) Casto jumped out of our C-130 pressurized at high altitude,
and during our parasail program at Lake Meade. We did a
lot of things with our helicopters from construction, radar testing, and
recovery of high value items dropped from the A-12. We ran a pistol range and
survival training in Florida. Developed the walk-around sleeping bags. Helped
make up the survival kits for the A-12, and a bunch of other stuff like flying
support in the C-180, U3B, C-210, H43, UH1F and the C-130. We also stood alert
for all test flights with a fire bottle and firemen along with PJs with the H43
and UH1F. Also, they somehow found me to fly LATE night emergency flights to
Burbank in the U3B and C-210. When Colonel Slater decided to conduct water
survival evaluation and training for the A-12 pilots at Lake Mead, myself, Castro and Bailey set
up the project with the U.S. Coast Guard assigned to Lake Mead. Col. Slater had
the Coast Guard set up a secure area for the Oxcart projects pilots at Groom
Lake to practice water survival in their flight suits. Arrangements were made
for each of the pilots to be taken aloft on a parasail pulled by a Boston
Whaler.
Col. Hugh “Slip” Slater recalls
that he went first and didn't get any water in the suit. Dennis Sullivan went
second and he too remained dry. After that the boondoggle went to hell due to
high winds preventing the little Boston Whalers from
From Frank Murray: Sad to say I was
one of the poor guys that endured the Pressure Suit/parasail exhibition in Lake Mead in 1966 I think..
I am not sure how many of the Project Pilots did the thing at the Lake.. It is
no easy trick to get airborne on the Parasail with the full pressure suit on
complete with survival kit and the parasail harness.. On one attempt I got drug
on the rocky shoreline, on another I got drug through the water with a
collapsed parasail, damn near drowned me. I was happy to see that effort done
away with. It is like practicing getting hungry, like they do in the various
survival schools I have attended over the years. I do remember that the Coast
Guard furnished the boat used to get us up. I did get one successful launch and
carry up to release altitude.. After that I was not going to do that again..
Nuf said, Frank
Dennis Sullivan recalls: I recall
the parasail operation. I had my own boat and drove out to the bay where the
parasailing was to take place. As I remember it, I believe I was
width="70" height="74" />the first to go. There was little or no wind and in
the pressure suit, the boat pulled me off the beach and into the air with no
problem. When they released the rope I floated down and released the chute when
I hit the water. The boat was there immediately and I had no problems so they
loaded me up and hauled me in. Mele went shortly after. He went up OK but the
old chute we were using had the stitching come loose on one riser. When they
released Mele he sort of spun in, hit the water pretty hard and darn near
drowned before he finally came up. I think the rest if it went OK. About that
time the wind came up and the boat trip back in was pretty rough.
Training Program, CIA A-12 pilots.
by Frank Murray, A-12 Pilot
Introduction:
All of the pilots selected to fly the A-12 were active duty Air Force fighter pilots prior to being transferred out of the Air Force to become civilian employees of the CIA.
This transfer stipulated that the Air Force pilots were required to resign their officer commissions for the duration of their CIA involvement. This was done with the understanding that they would be reinstated into the Air Force at the end of their contract with the CIA. Their compensation and insurance programs were similar to that afforded the CIA U-2 pilots. Of the eleven pilots selected, six were still on contract with the CIA when the Reconnaissance missions of Operation BlackShield started. The training program was not a rigid curriculum, but was based on typical fighter Squadron transition steps. Of course there were no A-12 experienced instructors at the beginning of the training program in 1962. One Lockheed Test Pilot formed the core of experience to use as an instructor in the beginning. Particularly, Louis Schalk, the first man to fly the A-12, was the designated “leader of the pack”. He was the Chief Lockheed Test Pilot on the A-12 Program, also serving as the first Instructor Pilot of the Blackbird era. A Flight Simulator was not developed for the A-12 program. A Flight Simulator would probably cost more than a production A-12.
Early planning did establish a need for a dual control version of the A-12. The fourth A-12 built was a two-seat version with an elevated rear cockpit with almost full duplicate controls. The rear cockpit was used for first flight familiarization
for new pilots and as an supervisory location for the Instructor pilot on later training missions. The trainer version of the A-12, like the first built A-12′s were equipped with the J-75 afterburning engine. The intended J-58 engine was not ready for flight when the airframes were ready. The trainer was never upgraded to J-58′s. The trainer was the only airplane in the world to be equipped with a pair of J-75′s.
Before any flight training commenced, the airplane engineering ground school must be done to acquaint the trainee with the airplane mechanical systems.
Note: the last pilot trained was not selected by the normal system. He was one of the on-site F-101 chase pilots, with additional duties as F-101 instructor pilot and test pilot. Pilot attrition led to a need to train replacements. His selection and training was done a few years after the first group started, hence all of the early group were his instructor cadre. Lots of experience in this group was impressed on the “New Guy” This “New Guy” is the author of this treatise on training, Frank Murray.
1: Ground training.
The usual “Ground School” training for the A-12 pilot trainees was mainly performed by the engineers that were on hand at Area 51 to support the Lockheed development/test program. At the same time this training was on-going, the Flight Manual was being developed by a small group of Lockheed engineers and a few of the Air Force pilots that were assigned to perform the Standardization/Training function at the Area.
The usual systems operation training was done every day in the early days of the Program. In the early days of the Program, it was not unusual to see “Kelly” Johnson attend the training sessions. “Kelly” of course is the Godfather of the A-12 design. The basic systems of the A-12 were not really new ideas for the pilot trainees, but, some new systems like the Cameras, Defensive Systems (Jammers), Inertial Navigation System (INS), system recorders, and the on-board telemetry system (Birdwatcher) were new items to all of the A-12 pilot trainees. The ground training was on-going after the pilots started flying the airplane.
2: Flight training.
Before flight training can commence, the pilot must be fitted and trained to use the Pressure Suit. (See a previous treatise “Suit Up” on the Roadrunners website)
The basic flight training program comprised a ten mission transition to the A-12. The experience requirements imposed on the A-12 pilot trainees, made learning to fly the A-12 an academic situation. The A-12 is not a difficult airplane to fly, but it has performance in speed and altitude that is new to even the most experienced fighter pilots.
The A-12 Trainer was always used to acquaint the trainee with the flight characteristics, handling qualities, navigation system, air refueling and of course take-off and landing.
The flight training regimen follows.
Training Mission #1.
This mission is a Familiarization flight with the student pilot in the back seat of the A-12 Trainer.
The flight demonstrates normal take-off, climb, cruise, navigation, air refueling, flight characteristics with and without Stability Augmentation System (SAS), slow flight, single engine flight characteristics, and normal traffic pattern and touch and go landings followed by a full stop landing with the 40′ drag chute.
Training Mission #2.
This mission is much the same as #1 except that the student pilot is flying from the front seat and he does most of the flying with the Instructor monitoring for safety. Several touch and go landings are made as well as simulated single engine approaches and single engine go-arounds. These followed by a full stop landing using the drag chute.
Training Mission #3.
This mission has the student pilot again in the front seat, this time flying in his pressure suit. This takes some getting used to due to the limited vision problem caused by the helmet visor and the general limits of mobility imposed by the pressure suit. The flight concentrates on the use of the INS, air refueling and general mission handling while in the pressure suit. The Instructor pilot is in the back seat for safety and evaluation.
Training Mission #4.
This mission is the first SOLO flight in the A-12 trainer. The back seat is buttoned up and the canopy is locked. The Instructor pilot monitors the flight from the chase F-101 or the Mobile Tower at the end of the runway. The mission includes preprogrammed INS flight paths with at least two air refuelings. After let down to the home airport, several touch and go landings are made followed by a simulated single engine full stop landing,
Training Mission #5.
This mission is designed to prepare the student pilot with some of the flight parameters of the single seat A-12 equipped with the J-58 engines. The acceleration maneuver used to efficiently get the A-12 on to high Mach is a key step of training. The A-12 trainer does not have the powerful J-58 engines, but it can be used to demonstrate the flight regime necessary to accelerate the J-58 powered single seat A-12. The Instructor pilot usually flies in the back seat on this mission.
Training Mission #6.
This mission is a night time training exercise with the student pilot in the pressure suit and the Instructor pilot usually flying in his summer suit (non-pressure). This flight includes INS exercises with air refuelings and practice instrument approaches, and touch and go landings, simulated single engine approaches and a full stop with drag chute landing.
Training Mission #7.
This mission is the first flight for the student pilot in the single seat J-58 powered A-12. Before making this flight the student was required to observe several starts and launches of this model A-12. The Instructor pilot acts as chase pilot on this mission, flying from the F-101 chase plane from take-off to the landing of this A-12.
Of course this is the big transition for the student pilot. A step by step approach is used to get the pilot to the point where he can handle the challenges of this more powerful airplane. On this mission an INS route is flown within the Special Operating Area (SOA) accelerating to approximately Mach 2. This followed by descent to air refueling. After refueling completion the pilot accelerates the airplane again on a track that will exit the SOA above Mach 2, usually leveling off at this speed and flying the INS route, arriving back at the home base after letdown. Normal landing follows with the Instructor pilot observing from the chase position. The A-12 was equipped with canopy mounted over-the-shoulder cameras to provide a record of the cockpit instruments and pilot actions during this mission. The Instructor pilot and student pilot review the footage for clues to pilot actions during critical phases of this flight.
Training Mission #8.
This mission is much like #7 except that the acceleration/cruise out is allowed to increase to approximately Mach 2.6. The Instructor pilot flies in the chase and provides mission review using the over-the-shoulder camera imagery.
Training Mission #9.
This mission is like #7 except that the speed/altitude schedule is flown to Mach 3.0.
The Instructor pilot performs as in #8.
Training Mission #10.
This is the “Graduation Mission”. Usually includes flying a “hot” leg at Mach 3 + with a refueling following, then another acceleration to speed/altitude followed by a recovery to home base. This completes the normal training regimen. Follow-on training in sensor operation, nighttime operation, ECM training is part of the concurrent operation at the home base.
3: Expanded mission training.
After the basic check-out training phase, the new pilot is scheduled to fly local sorties with the rest of the assigned A-12 pilots. These missions varied from simple one topoff refueling followed by a climbout/cruise at high mach/altitude along one of many routes pre-planned around the Western US. Theses sorties allowed the new pilot to experience the full envelope of the A-12 airplane, climbing to near maximum altitude, turns at maximum altitude/minimum equivalent airspeed. It was that flying in these conditions that the pilot occasionally experienced duct unstarts and the attendant difficulties of flight management.
4: Sensor operations.
Up to this point in his training the new pilot had not operated the Sensor systems the A-12 is equipped with. Of course the reason for having the A-12 is to provide carriage of the high resolution cameras over denied territories in adversary countries. The normal operation of the A-12 airplane is relatively simple, fly the airplane to designated places, turn on the camera on cue, then turn it to standby at the end of the photo pass. Sounds simple, but couple this action with responses from the adversary like firing SAM’s at you!! This will get your attention. The A-12 was equipped with one high resolution camera designed to take high quality pictures of the target from overhead. Some peripheral coverage is a part of this design but the main reason for being there is to not blink as you pass overhead. The camera systems were exercised on training missions flown over areas of resolution targets, usually painted on rooftops of bases. This exercise is important from a pilot training aspect, but is necessary for quality assurance and training of the camera company personnel. Several camera systems were exercised, each with unique control panel features. The pilot was well briefed on the operation of each system. Camera system operation was routinely a part of pilot proficiency training.
5: ECM Training.
This phase of training was designed to make the pilot aware and responsive to the needs to defend the A-12 while operating over denied territory. The various parts of the ECM suite (Defensive Systems) work in concert to defeat attacks by Surface to Air Missile (SAM) systems. The pilot was trained to use the few indicators that were installed for him to view. The names of the subsystems were cryptic, only explained as to what they were intended to do. A full up training/exercise mission would have the pilot overfly the target area for a photo pass, coupled with an activation of the simulated SAM systems. This action gave the new pilot the opportunity to see what the onboard ECM systems do during an attack. Sadly, not much of this training happened so the pilots had to wait until BlackShield to see the systems work for “REAL”.
The ECM system displays and controls were sparse, probably due to the CIA reluctance to let the pilot know how the system worked, for security reasons. It did make things simple.
6: Briefings/Debriefings.
This phase of training and continuing operations was probably the best thing done to help the development/testing/training programs.
Before each mission was flown, the operation staff/training cadre/and the contractor tech reps were present. In the first days of pilot training, the Instructor pilot would describe the mission to be flown. The chase pilot was present at this briefing. A staff officer would lead the briefing, making high notes of the flight area to be used, the refueling area/tanker
Locations. The weather conditions for the flight area were described as well as the terminal area. Any contractor special conditions were discussed. In the early days of pilot training, the sensor company tech reps provided valuable insights into operation of their equipment, they were the only source of system knowledge in the early days of OXCART.
Post flight training debriefings were an important followup. Many of the A-12 system sub-contractors attended the flight debrief to gain first hand reports of their system performance. The debriefing was usually conducted as soon as the pilot had his pressure suit removed.
7: Corollary training.
7: Corollary training. Several other areas of training were
conducted to help prepare the new A-12 pilot cope with his mission. Some basic survival training was deemed necessary, such as coping with landing in water while wearing the pressure suit, parachute landing, survival off-the-land, jungle survival, seacoast etc. Some of these training events were fun times, good stuff to know. Other things needed to learn, such as resistance to interrogation, were not so nice to experience….but necessary elements.
Water survival training photos by Oxcart Helo pilot – Charlie Trapp
The author has the greatest admiration of the people the Agency provided to conduct the Corollary training. They gave of themselves, never really having a good day either.
Since this writing was intended to describe the flight training element, all corollary training description was intentionally sparse.
HISTORY OF HELICOPTER OPS AREA 51, SEPT ’62 – JUNE ’67
Det 1 1129th USAF Special Activities Squadron
By Charlie Trapp, Jr.
Chief of Rescue and Survival Branch
There I was sitting in the office of a helicopter rescue detachment in Charleston AFB SC when I got a call from Rescue HQs. “Do you want a job flying an H-43 helo at a classified location somewhere in the USA?” OK, I was looking for some new thing to do so I said yes. I asked our H-43 factory tech rep if he knew where an extra H-43 was located and he told me there was one at Nellis AFB NV .in care of the local rescue unit. My “yes” was a good one. I packed up my family–wife and two kids–and headed out west.
I stopped by the helicopter rescue outfit at Nellis and looked at my H-43. The Nellis folks couldn’t get it in good flying condition. So, I flew it and confirmed it needed help. I called the Area 51 Command Post to advise that I was in Las Vegas and had a problem. Col. Holbury got on the phone and asked what I needed and why. He said we would be supporting a high altitude construction project and conducting rescue support operations. I recommended that factory maintenance folks and a test pilot come to Nellis and they flew in two days later from the Kaman factory in Connecticut. I was impressed with the level of pull this place had wherever it is!!! I worked with factory reps and our crew chiefs who fixed the helicopter and I flew with the test pilot who gave us info and adjustments we could make to accommodate high altitude ops. The H-43 was previously used to snag in flight parachute payloads, which probably caused the chopper to be out of whack!
I called the command post and told Col Holbury the H-43 was okay. He came to Nellis and we flew the H-43 to the Area. My first landing was on top of Mt. Baldy at 9,000 feet. After he showed me where we were going to do the construction project, we headed to the base and were greeted by the guys when we landed.
It seemed like everyone was in a hurry to get us going. So we hurried. We trained fire fighters as aircrew members on how to fight fires with the 1,000-pound fire bottles carried to the fire by the helicopter dropping off the fire bottle and two firemen close to the fire. The helicopter would then hover over the firefighters, cooling the area, and clearing the smoke away while they laid a foam trail to the simulated airframe for the purpose of extracting pilots and crew members from crash sites. Also, we checked them out on hoist operations and other crew duties.
We trained our Pararescue jumpers (PJs) as crewmembers and provided a platform to practice parachute jumps. Capt Keith Spencer, Crew Chief, MSgt Walters, and I worked with contractors to plan our Mt. Baldy construction project. The helicopter was the only way to get equipment and people to the mountain top construction site.
We set up airborne alert procedures for the first few take-offs and landings of the A-12. Normally, we would be ground alert for A-12 ops and airborne for declared emergency landings.
Our rescue and survival branch included pilots, crew chiefs, fire fighters, maintenance folks, and PJs. Our branch ran a survival school for the A-12 pilots and others, which included desert, jungle, seacoasts, and mountain training sites, parasail training at Lake Mead, water survival, and a pistol firing range.
We worked with L. A. contractors, PJs and Capt Cravatta’s folks on the contents of the A-12 seat survival kit.
Capt Cravatta, MSgt Casto, and myself helped a Boulder CO contractor put together a walk-around sleeping bag with overlapping pockets to retain heat. The completed bags were pressure packed to fit in the A-12 survival kit.
We flew security checks around the perimeter of the Area.
We flew photo and security missions for the Atomic Energy Commission’s underground testing events. The Indian Springs helicopters normally supported these tests, but when they were out of commission or transitioning to the new H-43s they asked us to fill in. When the bomb would go off, the ground would rise and then sink in the shape of a large saucer. On one test event, they blew up our access road, which caused us to detour to get to and from work. We also helped check out Indian Springs crews when they received their new H-43s and flew airborne alert for President Kennedy’s Air Force One landing in Indian Springs.
We provided occasional rescue recovery operations for the Nellis Range aircraft accidents and bailouts.
One of our missions was to hover at 13,000 feet with 3 thousand feet of cable holding a metal ball. Guess they wanted a good separation between the helicopter and the ball so they wouldn’t cook the crew! It was interesting lowering this ball to a safe landing with help from ground observers 3,000 feet below.
The ground folks had trouble seeing the chopper at altitude so I asked “Flash” (MSgt Walters) to make something happen so they could see us. The next day he fixed it. He pressurized a large handheld fire bottle containing oil–ran a tube from it through the clamshell doors and up to the engine tail pipe. We demonstrated it by asking “twice” for a JATO assisted take-off using the taxiway in front of the tower. The tower answered with a questionable “OK, cleared.!!” We flew a few feet above the taxi way to our max speed (a scary 115 knots), hit the fire bottle release, pulled to a steep climb, and voila, thunder birds–a nice smoke trail. No problem seeing us on the next mission.
We also picked up 1,000 lb drone pods dropped by parachutes all over the desert valleys and mountains. We picked up the pods with the cargo hook and flew them back to base. After the hook-up, the crew chief climbed up the side of the helicopter to fly back with us. We had to fly back with the smooth side of the pod facing forward. We moved it around while in a hover using the mirror mounted on the nose of the helicopter allowing us to see the hook and position the pod so we wouldn’t wobble all over the place during flight.
Our crews would train at Lake Mead doing water hoist pick-ups and PJ water jumps.
MSgt Casto jumped out of a C-130 at a high altitude to test the A-12 pilots’ pressure suit and was awarded a medal for his efforts.
Our construction project on Mr. Baldy was a big one. All personnel, equipment, food, water, parts, tower sections, wet cement, conex box, welding equipment, generators, etc., had to be flown to the site by our helicopter.
The contractor dug three holes which we filled with 30,000 pounds of wet cement transported by helicopter 1K at a time. The cement was embedded with four good-sized rods used to attach each pole base plate with matching holes.
Because of the heavy weight of each of the poles and the high altitude, we had to reduce the fuel load with only the pilot on board. We used a hundred feet of intercom cable so the crew chief could direct the pilot from the ground to raise the poles from the horizontal to the vertical position to place the poles on the concrete bases. Hovering was made difficult with the high-density altitude, winds and poor visual reference to the ground because of the steep sides of mountaintop. Four ground people tethered the pole with ropes until the bolts could be secured to the base. We were pretty much at the red line for power during the lift. Col Holbury was there to observe the first operation and he was very pleased at what he saw.
We replaced the H-43 with a UH-1 Huey because it was faster and we were able to load and unload people and cargo from both sides of the cabin which made our job easier and safer. We maintained both helicopters until the crews were checked out in the UH-1. Both helicopters were used to support many other construction projects throughout the area. Flash and I picked up the UH-1 from the Bell plant in Texas and flew it back to the area.
I was in Las Vegas with the UH-1 when I got a call that Walt was missing. I gathered our crew and a Nellis flight surgeon and started the search. Dark mountain terrain and high winds made it difficult. The H-43 searched from the Area. We called off search because the H-43 was low on fuel and there was no sign of a fire nor were emergency radio signals heard. We rescheduled a first light ops for the next day. We took an F-105 pilot and flight surgeon with us. The F-105 pilot thought he knew the approximate crash location.
We flew the UH-1 to the area and found the A-12 very soon after arriving. The drag chute was deployed. The PJs were deployed to search the area and the aircraft, and discovered that the ejection seat and Walt were missing.
We searched the rest of the day without success. We planned the next day’s search with several agencies. We started at the point of impact and searched back along the flight path. My UH-1 crew flew past Walt that morning and did not see him due to shadows caused by the low sun angle. Later in the day, the C-47 guys saw a sun reflection from his suit or visor and they directed us to the site where we landed and picked up Walt. He was still in his ejection seat. We took him to Nellis and to his family. It was an honor to find and take Walt home to his family. Closure is so important to the families. Not finding him would not have been a good thing.
We later returned to search for the canopy and camera–it took 15 days to find them. I don’t remember who recovered them. We re-supplied search parties with food, drinks, and equipment. There were horses involved in the search as well. Our crews and searchers put in long days supporting a very important effort.
A month or two before all this happened, the PJs and I took Walt and other pilots to Fort Myers FL for jungle and sea coast survival training. The only transport to the training site was by boat. The guys had to survive on land vegetation, fish, and turtles for several days. I provided the psychological stress by announcing at the end of each day that I was leaving for the night for a shower, a few drinks, and a steak dinner and they weren’t. I had to run to the boat to avoid harm. All was forgotten when we brought a case of cold beer for the last night!
Our guys spent a lot of time in the Area pool testing equipment pressure suits, floatation devices and survival procedures with the pilots. Someone suggested parasail training so Charlie Cravatta, Earl Casto, and I went to Randolph AFB TX for ground parasail training and on to Pensacola for water training with the Navy. We learned how to run parasail ops. We got the equipment and arranged with the Coast Guard at Lake Mead to use their boat. If the winds were less then five knots, the boat’s slow acceleration made the launch difficult. Okay, so we dragged a few guys in the water before getting airborne. A five to ten knot wind was perfect. We didn’t hurt or lose anyone, but we may have scared a few guys. Our first few launches, we used staff pilots as test dummies before launching the A-12 pilots. Just prior to the first ride while hooking up the pilots, we saw a lot of deer-in-the-headlight looks!!! I had left the area prior to all the fun with the pressure suits and the new boat.
When we first arrived at Area 51, we were asked to be airborne for A-12 take-offs and landings. After a while it was decided that the A-12 was reliable enough so we could stand on ground alert. Although a couple of years later, one A-12 crashed on take-off and another crashed on final. Both pilots survived. Bill Park pulled off a low altitude ejection seldom seen!!
We had only two helicopter pilots for a while so we didn’t always get home every weekend and very few times during the week. We wouldn’t know until late Friday if we had to stick around for a Saturday A-12 flight. We did however get three more pilots, Angle, Pinaud, and Scamardo. Spencer left after three years, became a Continental airline captain, and then retired. Ted Angle left the Area sometime after June ’67 and became a test pilot at Edwards where he flew the U-2 and several other aircraft. Joe Pinaud became a logistician and retired from Warner Robbins AFB (deceased 2009). Don’t know what happened to Sam Scamardo.
The extra pilots made more time to work on all the projects, fly VIPs and emergency missions in the U-3B, C-180, and C-210. For example, I flew Kelly Johnson, Jim Irwin (Moon guy), and many other VIPs to Burbank, Van Nuys, LAX, Edwards AFB, and Las Vegas.
We all kept in shape by using the sports facility, which included a basketball court, squash courts, bowling alley, swimming pool, and a hand made three-hole golf course. We ate very well in our mess hall. Our great cook, Murphy Green, had steak night, Mexican night, etc. We enjoyed outstanding cheeseburgers during our poker games. The first guy to fold in the “cheeseburger game” had to pick-up and deliver them. Big pots formed–nobody wanted to fold and have to pick-up the burgers. I got called out of these games several times at 10 or 11 p.m. to fly folks with emergency problems to L.A. Seems nobody above the rank of captain could make the trip! I really didn’t mind because it was a good thing to do.
Some of us were lucky enough to officiate at the PGA Tournament of Champions hosted by The Desert Inn. We took turns escorting golfers from tee to green. I walked with Nicholas, Palmer, Casper, Rodriquez, Snead, and others. I was within a few feet of them for every shot and comment. It was pretty special. We were able to play free golf anytime at The Desert Inn, Tropicana, and Sahara courses. Denny Sullivan and I had many very competitive rounds of golf together (squash court also). I tried to find something he didn’t excel at and couldn’t!! Sgt. Lin Kelly (great guy) set all this up with a colonel that worked at the Atomic Test Site.
I was a check pilot in the H-43, UH-1, U-3B, C-180, C-210, and co-pilot on the C-130. Other helicopter pilots flew some of these missions. When the Cessna Company delivered a new C-210 to Las Vegas, LtC (Black Bart) Barrett asked me to pick it up, fly it to the Area, and checkout other pilots. I picked up the keys, found the new airplane, and checked myself out on the way back to the ranch. I got some stick time in the A-12 trainer with Burgie who wouldn’t let me refuel or land. After all, I let him land my H-43 with very close supervision.
The C-130 guys needed a co-pilot so I got a local check out and flew a lot of missions with them. They were a fun and generous crew. I was able to fly pilot seat on most flights, which was helpful years later when I had a local check out in the HC-130 rescue tanker.
I was very proud of our outstanding rescue folks–pilots, firefighters, PJs, crew chiefs, and maintenance guys. We were asked to do a lot of varied projects, some of which took a lot of effort and skill to pull off. The pilots had to be very skilled at landing, hovering, and balancing the helicopter while loading and off loading sometimes while one skid or wheel was on the ground or a rock while the other skid or wheel was in the air. Our aircrews were awarded ten Air Medals and several Air Force Commendation Medals for meritorious achievements while participating in aerial flights at the ranch.
The maintenance guys and crew chiefs kept these aircraft in great shape and maintained a very high in commission rate. The aircraft were kept in alert status so we could readily respond to any contingency in minimum of time.
The personnel at Area 51 were exceptional. They all worked hard to make the A-12 project successful. They also supported our branch and were very responsive to our needs and requests and did not get in the way and try to micro manage our projects.Our two bosses, Colonels Slip Slater and Bob Holbury did a great job of keeping all of us in check. Colonel Slater always displayed an exceptional sense of humor.
Finally, don’t forget our families. Their support and understanding that we were doing something very important even though we couldn’t tell them what it was some how justified our being away from home so much and helped us do our job and deal with the separation. We were lucky to be home most weekends. In my case, during my five-year assignment I was home on most weekends and was able to take a rare week or two of leave at a time because I couldn’t be away from the ranch too long–there was too much going on. My wife (at the time) did an outstanding job maintaining our home fires and raising three young children (one being born in 1964).
Rescue and survival branch members:
I arrived as a Captain in September 1962, promoted to Major in April 1967, and departed Area 51 in June of 1967. I went on to become commander of seven Air Force units. I was the 3rd Air Rescue Group Commander and on the staff of USSAG/7th AF staff in SEA 1975 at Nakhon Phanom Royal Thai Air Base where we planned and participated in the evacuation of 287 non-combatants from the embassy in Phnom Penh, Cambodia, and the Ambassador and 6,000 non-combatants from Saigon. Two Air Force helicopter units, four of my staff, and myself were deployed out of Thailand to the Aircraft Carrier Midway where we helped plan and execute the evacuation of the non-combatants. Our helicopters also participated in the recovery of the United States civilian container ship Mayaquez from the Cambodians. I commanded two flying squadrons, the 41st ARRSq (HH-53s and HC-130s) and the 37th ARRSq (52 UH-1Fs, 105 pilots, and 275 enlisted); the 450 man 11th ARRS Consolidated Maintenance Squadron; and three HH-43 local base rescue units (two in SEA and one in the conus).
Sorry that I could not remember some of the names of our crew members or if I missed some names. Hey, it was 43 years ago. If someone knows who is missing, let me or T.D. Barnes know and we’ll add the missing names. If anyone can add to this history, especially after I left Area 51 in 1967, please send it to T. D. Barnes and info me.
Charles E. Trapp, Jr.
Colonel, USAF Retired (1982)
A-12 Project Pilot Frank Murray adds:
Once upon a time the powers that be in Ops at the Area decided that they ought to let our lead helicopter pilot check out in the T Bird (T-33) Not only that, they picked Frankie to be Charlie’s Instructor Pilot. So I schooled Charlie on the airplane systems of the T Bird from the pilots manual. Then we went down to the ramp and stuffed Charlie in the back seat for a familiarization ride. He did well handling the airplane so the next ride was to be in the front seat. Boy, we had to grease his hips to get him into the front of this little airplane. I supervised his start and climbed in the back for his first front seat ride. All went fairly well with him doing all the flying, but when we got to looking at him in that seat it was apparent that on an ejection he would probably leave his knees and elbows in the cockpit. Just way too much man in the little T Bird front cockpit. So we gave up that effort on the spot. He probably would have fit OK in the F-101, but no one pursued that. If they had I bet I would have been his Instructor there too. This guy has great hands but ya gotta have the right size airplane for him to fly!! He would have had a size problem in the A-12, it was made for much smaller build guys. Size limit for flying the A-12 was 6′ and 170#. Just thought some of the people might like to know that we did try to let him fly other things up there.
Charlie Trapp adds:
Frank, remember we talked about all this in flight after about an hour. We called ahead to have Cravottas’s folks meet us when we landed. They did some measurements an calculations and we all agreed I should get out of the T- 33 while it was still on the ground!!! Charlie.
The CIA Lake Mead Parasail Exercise
style="display: block; text-align: center; margin-left: auto; margin-right: auto"
We also stood alert
A-12 pilots at Lake Mead, myself, Castro and Bailey set
height="84" width="81">
Trapp Charlie Trapp recalls: Our
rescue-survival section tested the suits in the area pool. (A-12 pilot Ken
Collins shown in the pool at “Sam's Place” Trapp is talking to one of the
assistants) Casto jumped out of our C-130 pressurized at high altitude,
and during our parasail program at Lake Meade. We did a
lot of things with our helicopters from construction, radar testing, and
recovery of high value items dropped from the A-12. We ran a pistol range and
survival training in Florida. Developed the walk-around sleeping bags. Helped
make up the survival kits for the A-12, and a bunch of other stuff like flying
support in the C-180, U3B, C-210, H43, UH1F and the C-130.
for all test flights with a fire bottle and firemen along with PJs with the H43
and UH1F. Also, they somehow found me to fly LATE night emergency flights to
Burbank in the U3B and C-210. When Colonel Slater decided to conduct water
survival evaluation and training for the
up the project with the U.S. Coast Guard assigned to Lake Mead. Col. Slater had
the Coast Guard set up a secure area for the Oxcart projects pilots at Groom
Lake to practice water survival in their flight suits. Arrangements were made
for each of the pilots to be taken aloft on a parasail pulled by a Boston
Whaler.
that he went first and didn't get any water in the suit. Dennis Sullivan went
second and he too remained dry. After that the boondoggle went to hell due to
high winds preventing the little Boston Whalers from
From Frank Murray: Sad to say I was
one of the poor guys that endured the Pressure Suit/parasail exhibition in Lake Mead in 1966 I think..
I am not sure how many of the Project Pilots did the thing at the Lake.. It is
no easy trick to get airborne on the Parasail with the full pressure suit on
complete with survival kit and the parasail harness.. On one attempt I got drug
on the rocky shoreline, on another I got drug through the water with a
collapsed parasail, damn near drowned me. I was happy to see that effort done
away with. It is like practicing getting hungry, like they do in the various
survival schools I have attended over the years. I do remember that the Coast
Guard furnished the boat used to get us up. I did get one successful launch and
carry up to release altitude.. After that I was not going to do that again..
Nuf said, Frank
height="84" width="81">
Collins
height="79" width="85">
Layton
height="78" width="86">
Vojvodich
Dennis Sullivan recalls: I recall
width="70" height="74" />the first to go. There was little or no wind and in
the parasail operation. I had my own boat and drove out to the bay where the
parasailing was to take place. As I remember it, I believe I was
the pressure suit, the boat pulled me off the beach and into the air with no
problem. When they released the rope I floated down and released the chute when
I hit the water. The boat was there immediately and I had no problems so they
loaded me up and hauled me in. Mele went shortly after. He went up OK but the
old chute we were using had the stitching come loose on one riser. When they
released Mele he sort of spun in, hit the water pretty hard and darn near
drowned before he finally came up. I think the rest if it went OK. About that
time the wind came up and the boat trip back in was pretty rough.