75th FIGHTER SQUADRON

MISSION LINEAGE 75th Pursuit Squadron (Interceptor) constituted, 17 Dec 1941 Redesignated 75th Fighter Squadron, 15 May 1942 Activated, 4 Jul 1942. Redesignated 75th Fighter Squadron, Single Engine, 28 Feb 1944 Inactivated, 5 Jan 1946 Activated, 10 Oct 1946 Redesignated 75th Fighter Squadron, Jet, 3 May 1949 Inactivated, 24 Sep 1949 Redesignated 75th Fighter Interceptor Squadron, 19 Dec 1950 Activated, 12 Jan 1951 Discontinued and inactivated, 30 Jun 1968 Activated, 30 Sep 1968 Inactivated, 30 Nov 1969 Redesignated 75th Tactical Fighter Squadron, 18 May 1972 Activated, 1 Jul 1972 Redesignated 75th Fighter Squadron, 1 Nov 1991 Inactivated, 2 Dec 1991 Activated, 1 Apr 1992 STATIONS Hengyang, China, 4 Jul 1942 Chanyi, China, 17 Aug 1942 Yunani, China, 20 Jan 1943

Lingling, China, 31 Mar 1943 Kunming, China, 26 Apr 1943 Kweilin, China, 11 Oct 1943 Hengyang, China, c. Nov 1943 Lingling, China, 10 Jun 1944 Kweilin, China, 25 Jun 1944 Luliang, China, 12 Sep 1944 Luichow, China, Aug 1945 Hangchow, China, 10 Oct–10 Dec 1945 Ft Lewis, WA, 3–5 Jan 1946 Northwest Field (later, Northwest Guam AFB), Guam, 10 Oct 1946–3 Apr 1949 Howard AFB, CZ, 25 Apr–24 Sep 1949 Presque Isle AFB, ME, 12 Jan 1951 Suffolk County AFB, NY, 16 Oct 1952 Presque Isle AFB, ME, 18 Aug 1955 Dow AFB, ME, 25 Jun 1959–30 Jun 1968 Wurtsmith AFB, MI, 30 Sep 1968–30 Nov 1969 England AFB, LA, 1 Jul 1972–2 Dec 1991 Pope AFB, NC, 1 Apr 1992 Moody AFB, GA, 30 Jul 2007 ASSIGNMENTS 23rd Fighter Group, 4 Jul 1942–5 Jan 1946 23rd Fighter Group, 10 Oct 1946–24 Sep 1949 23rd Fighter-Interceptor Group, 12 Jan 1951 4711th Defense Wing, 6 Feb 1952 4709th Defense Wing, 14 Oct 1952 519th Air Defense Group, 16 Feb 1953 23rd Fighter Group, 18 Aug 1955 Bangor Air Defense Sector, 1 Jul 1959 36th Air Division, 1 Apr 1966–30 Jun 1968 34th Air Division, 30 Sep 1968–30 Nov 1969 23rd Tactical Fighter (later, 23rd Fighter) Wing, 1 Jul 1972–2 Dec 1991 23rd Fighter Wing, 1 Apr 1992 23rd Operations Group, 1 Jun 1992 ATTACHMENTS 20th [later, 46th] Fighter Wing, Dec 1947–16 Aug 1948 WEAPON SYSTEMS P–40, 1942–1944 P–51, 1944–1945 P–47, 1946–1949 RF–80, 1949

F–86, 1951–1955 F–89, 1955–1959 F-89D F-89H F–101, 1958–1968 F–101, 1968–1969 A–7, 1972–1981 A–10, 1980–1991 A/OA–10, 1992 F-86E P-40K P-40N P-40M P-51C P-51B P-47N P-40K COMMANDERS Maj David L. Hill, Jul 1942 LTC John R. Alison, 1 Dec 1942 Maj Edmund R. Goss, Mar 1943 LTC E. W. Richardson, Oct 1943 LTC Philip C. Loofbourrow, Mar 1944 Maj Donald L. Quigley, Jul 1944 Maj A. T. House, Aug 1944 LTC Clyde B. Slocumb Jr., Oct 1944 Cpt John R. Alarie, Dec 1945-Jan 1946 Cpt Robert D. Cox, 10 Oct 1946 Maj Kenneth C. Jacobs, 1 Feb 1947 Maj Harold C. Gibson, Jan 1948 Maj George B. Hamilton, Oct 1948 Maj Richard R. Coursey Jr., May 1949 LTC George J. LaBreche, Jun-Sep 1949 LTC Francis J. Vetort, 12 Jan 1951 Maj Edward C. Fletcher, 13 Mar 1952 LTC August E. Weil, 1954 Maj George C. McCleary, 1955 LTC John A. Simmons Jr., 1956 Maj Luverne S. Johnson, 1957 Maj James S. Simon, 1959 LTC Harold I. Hill, 10 Jul 1959 LTC William C. Davis, 20 Aug 1962 Col Morris B. Pitts, 1 Jul 1964

LTC Donald F. Chaplain, 23 Jun 1966 LTC Robert E. Prince, 1 Nov 1967-30 Jun 1968 LTC Monroe E. Blaylock, by Jan-30 Nov 1969 LTC Robert D. Reichart, 1 Jul 1972 LTC George R. Kennebeck, 16 Mar 1974 LTC Hugh D. Ebert, 16 Jun 1975 LTC Lawrence G. Hoppe, 9 May 1977 LTC William K. Hayes, 31 May 1979 LTC Ronald E. Smith, 20 Mar 1981 LTC Albert M. Barnes, 1 Sep 1981 LTC Robert G. Coleman II, 1 Sep 1983 LTC Roger R. Radcliffe, 4 Sep 1985 LTC Marvin G. Bass, 24 Oct 1986 LTC John D. Smith, 12 Sep 1988 LTC Larry A. Reseter, 1 Jun 1990-unkn LTC Phillip Brown, 3 Apr 1992 LTC William Dixon, 28 Jan 1994 LTC Leonard M. Ritchey, 26 May 1995 LTC Marc W. Frith, 11 Mar 1996 LTC Wayne C. Pepin, 24 Jun 1997 LTC John Allison, 27 May 1999 LTC Paul T. Johnson, 16 Jan 2001 LTC Raymond Strasburger, 8 Jun 2003 LTC Richard Turner, 2 Apr 2004 LTC Tim Rice, 10 Jun 2005 HONORS Service Streamers None Campaign Streamers World War II India-Burma China Defensive Western Pacific China Offensive Armed Forces Expeditionary Streamers None Decorations Distinguished Unit Citation Hunan Province, China, 17–25 Jun 1944

Air Force Outstanding Unit Awards 1 Jul 1980–30 Jun 1981 1 Jul 1981–30 Jun 1983 1 Apr 1989–31 Mar 1991 31 May 1995-31 Mar 1997 1 Jun 1997-31 May 1999 1 Jun 2000-31 May 2002 1 Jun 2002-31 May 2003 EMBLEM

75th Fighter Squadron emblem: On a disc Sable, fimbriated Gules, a shark bearing fighter plane wings uriant bend sinisterwise tail to dexter of the field, detailed, dented and fimbriated Argent, eyed and langued of the second, highlighted and each wing emitting three wind streaks Azure, bearing six turrets three and three of the third, shooting gun fire Or, all within a narrow border Black. Attached above the disk, a Scarlet scroll edged with a narrow Black border and inscribed “TIGER SHARKS” in Black letters. Attached below the disk, a Scarlet scroll edged with a narrow Black border and inscribed “75TH FIGHTER SQ” in Black letters. SIGNIFICANCE:

Ultramarine blue and Air Force yellow are the Air Force colors. Blue alludes to the sky, the primary theater of Air Force operations. Yellow refers to the sun and the excellence required of Air Force personnel. The shark fighter plane symbolizes the unit’s attack mission dating to WW II, when joined by the historic American Volunteer Group, “Flying Tigers” in the China-Burma-India Theatre. The diving attitude of the shark with guns blazing represents the power and aggressiveness with which the unit attacks the enemy, while protecting friendly forces. The scarlet fimbriation memorializes the sacrifice of members of the unit in past and future combat operations. On a Black disc with an inner White border a tiger shark (White with Blue and Black markings and Red eye) swimming to dexter and firing Yellow tipped White rockets from its lateral fins. Approved, 27 Feb 1953 Approved, 9 Aug 2007 MOTTO

NICKNAME OPERATIONS Combat in CBI, 6 Jul 1942–14 Aug 1945. Air Defense, 1946–1949, 1951–1968, and 1968–1969. The 75th Fighter Squadron was first constituted as the 75th Pursuit Squadron (Interceptor) on 17 December 1941. On 15 May 1942, the squadron was redesignated as the 75th Fighter Squadron, and on 4 July 1942 it was activated into service flying P-40 Warhawks. The 75th Fighter Squadron's first assignment as an active unit was in the China-Burma-India theater, where it absorbed members of the famous American Volunteer Group known as the "Flying Tigers." On the same day as its activation, the 75th scored its first major victory during a night interception flight against Japanese bombers. This was the first night interception ever attempted over the China theater and gave the Japanese quite a shock. The intercepting pilots were credited with the destruction of two enemy bombers and two probables. During the early days of its history, the 75th's mission was to attack and destroy the enemy by strafing airfields, troops, and supply depots, while maintaining air superiority so that the Japanese could not locate and bomb targets in China. Operating from numerous airfields within China, the 75th Fighter Squadron compiled an impressive record during World War II and received the Presidential Unit Citation. The squadron transitioned to the P-51 Mustang in 1944. The Tiger Sharks began flying the first "Thunderbolt", the P-47 in 1946. After the war the squadron returned to the United States and was stationed at Fort Lewis, Washington. The squadron was inactivated there on 5 January 1946. Following a period of activations and inactivations, during which the squadron was assigned to such bases as Northwest Field, Guam, and Howard Air Force Base, Canal Zone, the

squadron returned to active duty on 12 January 1951 as the 75th Fighter-Interceptor Squadron stationed at Presque Isle Air Force Base, Maine. During this period, the 75th served under the Air Defense Command and flew the F-86 Sabre Jet with a mission to maintain a high degree of operational proficiency so that it might repel any possible enemy air attack. The squadron left Presque Isle on 16 October 1952 and was reassigned to Suffolk County Air Force Base, New York, where the squadron remained for three years before returning to Presque Isle. The squadron continued to fly the F-86 until 1955 when it converted to the F-89. It continued operations out of Presque Isle until later moving to Dow Air Force Base, Maine. In 1959 the squadron converted to the F-101, remaining at Dow Air Force Base until 1968 when it was transferred to Wurtsmith Air Force Base, Michigan. The squadron inactivated again on 30 November 1969. On 18 May 1972, the squadron was redesignated the 75th Tactical Fighter Squadron, and on 1 July 1972 was activated at England Air Force Base, Louisiana. There the squadron began flying the A-7D "Corsair II" aircraft. The unit remained at England Air Force Base flying the A-7D until 1981 when conversion to the A-10 "Thunderbolt II" was completed. On 18 November 1991, the 75th Tactical Fighter Squadron deactivated at England Air Force Base. On 3 April 1992, the squadron was again activated, this time under the "Flying Tiger" flag as the 75th Fighter Squadron located at Pope Air Force Base, North Carolina. Since the move to Pope AFB, the Tiger Sharks have participated in contingency operations worldwide, including Operations UPHOLD DEMOCRACY, VIGILANT WARRIORS, NORTHERN WATCH, and SOUTHERN WATCH. The Tiger Sharks closed out the summer of 2002 maintaining a 24-hour combat search and rescue alert posture at Ahmed Al Jaber, Kuwait for Operation SOUTHERN WATCH and around the clock close air support from Bagram Air Base, Afghanistan for Operation ENDURING FREEDOM. The 75th exceeded all execution expectations of the combat planners and directors. The Tiger Sharks were the only unit to never miss a combat alert or airborne close air support tasking, flying 665 combat sorties for a total of 1,836 flying hours. The 75th is currently deployed for Operation IRAQI FREEDOM to Southwest Asia. The 75th FS received its A-10s in mid-1981. The 75th FS relocated to Pope AFB, North Carolina, on April 1, 1992, to become the single A-10 squadron of the new 23rd Compos¬ite Wing to be based at Pope. The 75th FS A-10s, like all the aircraft of the new 23rd Wing carry FT tail codes. The 75th FS A-10's markings are made up of a sharkmouth on the nose, a black and white checkerboard tail cap with 75th in white, and a full color 75th FS insignia on the left side of the fuselage. A-10s in the new gray camouflage began to arrive at Pope during 1993.

75th F-I Squadron: activated 12 Jan 51 at Presque Isle AFB, ME, as the 23rd F-I Wing, flying F-86E acft by 30 Jun 51; cony to F-86A acft by 31 Dec 51; transferred to 4711th Defense Wing 6 Feb 52; moved to Suffolk Co. AFB, NY by mid- Oct 52; transferred to 4709th Defense Wing 14 Oct 52; transferred to 519th AD Group 16 Feb 53; cony to F-86D by Dec 53; transferred to 23rd Ftr Group (AD); changed to F-89D acft and moved to Presque Isle AFB, ME 18 Aug 55; IAW Project Arrow; cony to F-89H acft in spring 57; cony to F-101B acft by Jun 59; moved to Dow AFB, ME and transferred to Bangor ADS 18 Jun 59; transferred to 36 AD 1 Apr 66; organized at Wurtsrnith AFB, MI 30 Sep 68; inactivated 30 Nov 69. Pilot Error Cited in A-10 Crash: An aircraft accident investigation board has found "clear and convincing evidence" that human error caused an A-10C crash at Moody AFB, Ga., on May 10. The pilot was assigned to Moody's 75th Fighter Squadron. The aircraft veered off the runway during an aborted takeoff and crashed roughly 500 feet from the runway when the nosegear collapsed, causing the right main landing gear and nose to lodge in the ground. This caused a "catastrophic fuselage failure," according to the AIB report issued Thursday. The A-10 was engulfed in flames almost immediately thereafter. The pilot suffered minor injuries when he ejected, but the aircraft was a total loss with damages estimated at just over $17.3 million. The pilot erred in his "initial decision not to abort the takeoff," and then applied "an inappropriate braking procedure" upon deciding to abort, stated the AIB findings. 2010 The 75th Fighter Interceptor Squadron was originally scheduled to be transferred to Otis Air Force Base, Cape Cod, Massachusetts, but instead the unit was deactivated. Their aircraft were sent to storage, and were later retrieved, modified, and sent to replace the first group of CF-101's assigned to the Canadian Air Force. It was also announced that a B-52 Squadron would be transferred from Loring Air Force Base in Limestone, to Plattsburgh Air Force Base, New York. The closing of Dow was expected to affect 4530 Air Force personnel, 8160 dependents and 368 civilian employees. The 75th Pursuit Squadron (Interceptor) was constituted on December 17,1941, was redesignated 75th Fighter Squadron on May 15,1942, and was activated on July 4,1942 at Hengyang, China. It was first assigned to the 23rd Fighter Group. The 75th was stationed at numerous bases throughout China during the period of July 1942 - January 1946. During this period, the 75th was equipped with the P-40 (1942-1944) and the P-51 (1944-1945). Maine's 75th FIS was a direct descendant of the old 75th Pursuit Squadron of the 23rd Pursuit Wing, which operated during World War II in the China-Burma-India Theater, and absorbed the famous American volunteer group known as the "Flying Tigers." The 75th was inactivated on January 5, 1946. The 75th Fighter Squadron was reactivated after World War II on October 10, 1946 and was assigned to the 23rd Fighter Group at Northwest Field, Guam. It was during this tour of duty that the 75th flew the P-47. The 75th was then transferred to Howard AFB, CZ on April 25,1949. The squadron briefly assumed a reconnaissance mission flying the RF-80, but less than six months later was inactivated on September 24, 1949.

On November 18, 1950, the Air Force further increased its presence in Northern Maine by reactivating the Presque Isle airfield. The U.S. Army Corps of Engineers went about transforming the former World War II Army Air Field, into a modern SAC fighter support base. Presque Isle AFB was to become the home of an Air Defense Command Interceptor Squadron. ADC's Interceptor squadrons were an intricate part of Maine's Air Defense Installations. The 75th Fighter Squadron was redesignated 75th Fighter-Interceptor Squadron on December 19,1950. The 75th was activated on January 12, 1951 at Presque Isle Air Force Base, and was assigned once again to the 23rd Fighter-Interceptor Group. The squadron was equipped with the F-86. On February 6, 1952, the 75th was reassigned to the 4711th Defensive Wing, but remained at Presque Isle AFB. Then on October 14, 1952, the 75th was reassigned to the 4709th Defensive Wing. The 75th transferred personnel and aircraft to Suffolk County AFB, New York on October 16, 1952. While stationed at Suffolk, the 75th was reassigned to the 519th Air Defense Group on February 16,1953, where they remained until August 18,1955. The 75th flew the F-86 from 1951-1955. On August 18,1955, the 75th Fighter-Interceptor Squadron returned to Presque Isle AFB, and was once again assigned to the 23rd Fighter Group. The 75th, now equipped with the F-89 aircraft patrolled the skies of northern Maine from their base at Presque Isle, from August 1955 until July 1959. On June 25,1959 the 75th FIS, moved from Presque Isle to Dow AFB in Bangor, Maine. The 75th became a tenant organization at Dow, arriving with personnel, but no aircraft. Shortly after their arrival they received a brand new aircraft right from the factory, the F-101B. The 75th was reassigned to the Bangor Air Defense Sector on July 1, 1959. The 75th FIS operated out of the original part of Dow Field where the City of Bangor General Aviation area now is located. Calibration (Cal) Barns were built to shelter the aircraft and perform maintenance. In later years these old Calibration barns would be moved to the Air National Guard light duty ramp where they stand today. When Dow Field was rebuilt into a modern SAC base, a new fighter alert facility was built next to the B-52 Alert (Christmas Tree) Area. This new facility was a standard F-106 design (identical to those at Loring AFB) however, due to problems in the F-106 production line, the 75th FIS received the F-101 instead of the planned F-106. This new facility housed F-101 alert aircraft along with the pilots and maintenance crews. The F101B carried an array of missiles including those with nuclear capability. The mission of the 75th was to provide and maintain trained crews and combat-ready aircraft for the support in the air defense of the northeastern United States. To accomplish these tasks, the 75th was committed to a 24-hour alert schedule, and regular daily flying training in the F-101B. In the event of detection of an unidentified or hostile aircraft or object, planes of the 75th were airborne in minutes to accomplish identification or, if necessary, engagement of the unknown. In the fall of 1956 the F-89DS were replaced by F-89Hs, with twenty-six being assigned by the end of the year. In the spring of 1957 the F-89Hs were transferred to the 75th FIS at Presque Isle AFB, and replaced by F-89Js, with twenty-eight on board by the end of June. As with other

ADC squadrons, the 58th FIS flew to Vincent AFB for rocket training with the Genie missiles. They flew against targets towed by B-57s on the end of a mile-long reel, and were scored by cameras on the Canberra. And, as with the other F-89 squadrons scheduled into Vincent, these training missions had to be flown only during the early morning hours or late at night, as the weight of the F-89s was heavy enough to break through the asphalt taxiways at Vincent during the daytime heat. (Not to mention that the runways were considered to be a couple miles of too short to get the F-89s airborne when it was hot). On August 2, 1959, the 58th FIS was relocated from Otis to Walker AFB, Roswell, New Mexico, with twenty-four Scorpions. They were inactivated at Walker on December 25,1959, being the second from the last ADC squadron to fly the F-89. Back at Presque Isle AFB, the 75th and 76th FISs had both been reactivated on August 18,1955, under Project Arrow. Both of these squadrons were assigned to the also newly reactivated 23rd Fighter Interceptor Group, which replaced in designation the 528th Air Defense Group. The new 23id FIG continued under the control of the 4711st ADW, which was commanded by Colonel William Greenwood at this port in time. Lt. Colonel Frank O'Connor was the commander of the 23rd FIG upon reactivation. Lt. Colonel Frank Keller became the Group commander in late October 1955, and he was followed by Colonel Lee McGowan in June 1956; Colonel Orville Kinkade on July 13, 1958; and finally Colonel George McCord in July. The 23rd FIG was inactivated once again on July 30,1959. As the 75th FIS replaced the 318th FIS in designation only, their commanding officer, Major George McCleary, retained his command. Major Luverne Johnson was operations officer. Prior to conversion to F-89Hs the 75th FIS had three F-89Ds destroyed in operational accidents, fortunately without loss of life. However, on December 11, 1958, 1st Lt. David St. Clairand R/O 1st Lt. Roger Sundhal were killed at Presque Isle when they landed a mile and a half short of the runway in their F-89H. Three months later, on March 24,1959, Lt. Fred Hudson and R/O 1st Lt. Larry Turki also crashed on final approach while returning from a scramble, with Turki being killed. In April 1959 the 75th FIS F-89Hs started to be trans-ferred to Pennsylvania's 111th FIG at Philadelphia and on May 11 the 75th FIS was relieved of their alert commitment to prepare for a transfer to Dow AFB and conversion to F-101Bs. Lt. Colonel John Bell was their last commanding officer during their Scorpion era. In March 1956 the 76th FIS obtained twenty-four brand new F-89Ds from Northrop, and turned their worn-down ones over to the 75th FIS, which did not go over all too well! Also, during the summer of 1956 the USAF originated Project Blue Flame, which transferred higher ranking staff officers back to operational units. Under this, Lt. Colonel Frank Keller replaced Lt. Colonel Hardee. (In many squadrons this was not a happy situation, as when "desk weenies" relieved combat operational pilots, squadron morale among the other pilots suffered through a lack of leadership proficiency.)

52-1831 had a most varied and traveled career. It had served with the 57th, 318th, 465th, 75th and 76th FIS's. In June 1961 it was transferred to the US Army's Missile Command, and, as seen here, on duty atYokota Air Base, Japan, in May 1963 F-101B, 57-306, also of the 75th FIS, Dow AFB, Maine. F-101B VOODOO 57-401 APRIL 11, 1961 BALD MOUNTAIN, DEDHAM 75TH FIGHTER INTERCEPTOR SQ DOW AFB, BANGOR ME At 12:22 AM, two alert F-101Bs were scrambled from Dow Air Force Base to intercept an unidentified aircraft over New Brunswick. At takeoff, a spring freezing rainstorm was moving in over the base and there was a light drizzle with a 500 foot ceiling. Both crews had participated in a multii-day operational readiness inspection (ORI) with very little sleep. They had just turned in about a few hours before the klaxon sounded in the alert hanger. Shortly after getting airborne and establishing datalink and verbal communication with the SAGE control center in Topsham, the crews were advised that the unknown aircraft had been identified as a SAC aircraft inbound to Loring Air Force Base. Captain Vernal Johnson, in the lead ship requested a vector back to Dow, after discussing the weather situation there with the SAGE controller. The first aircraft landed at Dow, but slid into the barrier wire due to an icy runway. At that moment the DOW TACAN glide slope function went out. DOW RAPCON began bringing 401 down using a non-precision approach. About 12 miles out, cleared to an altitude of 2200 feet, Dow RAPCON lost contact with the aircraft and SAGE lost their datalink to 401. The aircraft had impacted 1200 foot Bald Mountain, 1000 feet below the intended altitude at that point of the approach, killing the Pilot, Captain Vernal Johnson, and Radar Intercept Officer 1st Lieutenant Edward Masaiitis Jr. An investigation concluded that the field elevation had been incorrectly set by three of the four crew when the two alert aircraft were "cocked" in the alert hanger. This 1000' error went undetected as crewmembers acknowledged only the last two digits of altimeter settings given over the radio. Assignment of alert crews without adequate rest was listed as a contributing factor. Moody A-10s Deploy to South Korea: Nine A-10C ground-attack aircraft from the 75th Fighter Squadron at Moody AFB, Ga., and some 250 Moody airmen deployed to Osan AB, South Korea, for six months to help maintain stability in the region, announced Osan officials Tuesday. The Moody contingent, now dubbed the 75th Expeditionary Fighter Squadron, arrived at Osan on April 30. It constitutes a theater security package of fighters that the Air Force regularly rotates to Osan and Kunsan Air Base, also in South Korea, to bolster those bases' own combat assets. "This deployment will enhance our combat capabilities and provide a strong deterrent, ensuring peace and stability" for South Korea, said Lt. Gen. Jan-Marc Jouas 7th Air Force commander. The Moody A-10s relieved a TSP of F-16s from Hill AFB, Utah, that had been operating out of Kunsan and returned home in mid April. 2012

A-10C, T/N 79-0141 MOODY AIR FORCE BASE, GEORGIA 10 MAY 2010 On 10 May 2010 at 1655 local time, A-10C, tail number 79-0141, assigned to the 75th Fighter Squadron, 23rd Wing, Moody Air Force Base (AFB), Georgia, departed the right edge of runway 18L when the mishap pilot (MP) did not successfully stop the aircraft during an aborted takeoff. As the mishap aircraft (MA) departed the runway, the MP ejected sustaining minor injuries. The MA continued traveling over soft uneven grassland until the nose gear collapsed and the right main landing gear and MA nose became lodged into the ground causing a catastrophic fuselage failure just forward of the right wing’s leading edge. The MA stopped approximately 500 feet into the grassland at a 45° angle off the end of the runway. Minutes later, the MA was engulfed in fire due to the ruptured forward main fuel tank. The MA was destroyed with loss valued at $17,306,077 to include $52,095 in environmental clean-up on Moody AFB. As the wingman in the two-ship formation, the MP was briefed to takeoff 20 seconds behind his flight lead. After his flight lead began his takeoff roll, but prior to the MA brake release, the MP realized he had not put on his prescription glasses. The MP released brakes at the 20 second mark; however donning his glasses distracted him from immediately advancing the throttles to their takeoff setting. The MP noted a lower than calculated airspeed at the required airspeed check point 1000 feet down the runway and attributed it to his late application of power, so he continued the takeoff. The MP checked his speed again at 1500-2000 feet and the indicator showed negligible to no change. At 3500 feet, the MP correctly diagnosed a pitot-static issue but elected to continue with the takeoff versus executing an abort. Approaching the calculated takeoff distance, the MP rechecked the airspeed indicator and noted an unexpected airspeed rise to 90-100 knots indicated airspeed (KIAS). At the same time, the MP had a visual misperception that the MA was no longer accelerating. The MP concluded that the airspeed indicator was working properly and for an unknown reason the MA was unable to attain the takeoff speed of 136 KIAS. The MP aborted the aircraft with approximately 3500 feet of runway remaining. Evidence supports that the MA was traveling 160-170 KIAS at the time the abort commenced. Due to his perceived lower airspeed, the MP did not apply the required maximum braking. In a final attempt to stop the MA on a prepared surface, the MP attempted a ninety degree right turn onto the last taxiway at the end of the runway. The MP recognized the MA was traveling too fast to complete the turn and subsequently ejected as the MA departed the prepared surface. The accident investigation board (AIB) president found clear and convincing evidence that the cause of the mishap was human factor error. Specifically, the MP’s initial decision not to abort the takeoff, and then once the decision to abort was made, the MP applying an inappropriate braking procedure that was based on his perception of being at a lower airspeed. Additionally, the AIB president found by a preponderance of the evidence, that the pitot-static system blockage, task misprioritization, distraction, and procedural error were substantially contributing

factors to the mishap. A-10C, T/N 80-0282, MOODY AIR FORCE BASE, GEORGIA 26 SEPTEMBER 2011 On 26 September 2011 at approximately 1448 local time, the mishap aircraft (MA), an A-10C, T/N 80-0282, experienced dual engine failure during a Functional Check Flight (FCF) and impacted the ground approximately 20 miles northwest of Moody Air Force Base (AFB), Georgia. The Mishap Pilot (MP) ejected safely and sustained no significant injuries. The MA, operated by the 75th Fighter Squadron at Moody AFB, was destroyed upon impact with the loss valued at $14,708,772.19. Environmental clean-up costs are estimated to be $150,147.50. The MA impacted on private property consisting of a waste runoff site for an unused sand quarry. The impact left a 15-foot diameter crater, burned 5 acres of land, churned 1 acre of earth and destroyed 15 pine trees. An FCF is flown to ensure airworthiness after major scheduled aircraft maintenance. At 15,000 feet, during the stalls and slats checks, the MP noted that the stall warning tones were not functioning properly. The MP elected to continue the FCF profile into the high altitude checks and under a combination of flight conditions of altitude, airspeed and angle of attack that could lead to an increased risk of aircraft stall and engine failure. There is no explicit guidance that prohibited the MP from continuing the FCF profile without a functional stall warning system. At 34,000 feet, the MP performed the high altitude checks. This was the first time the MP was performing checklist items in the aircraft at 25,000 feet and above. The MP slowed the MA for slat extension and looked over his right shoulder to observe the slats. Before the slats extended, the MP noticed the MA enter a stall with a slight right bank. The MP did an aircraft stall recovery; he then checked the engine gauges and noticed both were winding down. The MP followed the proper procedures to attempt to recover the engines and ultimately determined that both engines had completely failed. The MP then correctly executed the procedures for a dual engine failure. The MP attempted to restart the left and right engines multiple times without success. He continued his attempts until reaching an unpopulated area and ejected from the MA. Engineering analysis of external and internal engine parts, as well as the MP’s testimony regarding the engine gauges, suggests that both engines seized while the MP flew the MA down to the optimum altitude for an APU assisted engine restart attempt. The MP’s FCF upgrade training did not include the climb to 35,000 feet nor practicing the FCF checks at altitude. In addition, the MP had no experience and insufficient training about the intricacies and possible hazards of high altitude flight without a properly functioning stall warning system. Finally, the MP misprioritized his tasks by checking for slat extension over preventing the MA from stalling. The board president found by clear and convincing evidence the cause of the mishap was the MA engines flaming out due to being flown under flight conditions where aircraft stall and engine failure were imminent; the engines never restarted, causing the MP to eject and the MA to

impact the ground. Additionally, the board president found by a preponderance of evidence that the following factors substantially contributed to the mishap: (1) the MA engines failed to restart due to engine seizure; (2) there was insufficient guidance for the possibility of engine seizure after high altitude engine flameout; (3) there is no requirement for 35,000-foot checks during FCF upgrade training; (4) the combination of the MP’s inexperience at flying above 23,000 feet and the MA’s malfunctioning stall warning system; and (5) the MP misprioritized an FCF checklist item during the mishap flight over preventing the MA from stalling. The aircraft accident occurred on 3 September 2001 at approximately 12:32:04L, in the Virgin River Gorge (VRG) in northwest Arizona, along Interstate 15 between St. George, Utah and Mesquite, Nevada. Type: A/OA-IO. Tail Number: 78-0676. Unit: 75th Fighter Squadron, Pope Air Force Base, North Carolina. The Mishap Aircraft (MA) impacted the ground in the VRG following the ejection of the Mishap Pilot (MP) during low altitude formation training. This low altitude training was a segment of the first leg of a cross-country mission from Nellis Air Force Base (AFB), Nevada to Pope AFB, North Carolina scheduled for 3-4 September 2001. The MP ejected safely, sustaining only minor injuries. The aircraft was totally destroyed upon impact with the loss valued at $11,724,785.00. Because the aircraft crashed on undeveloped Bureau of Land Management (BLM) federal property, there was no damage to civilian or private property. The Accident Investigation Board President determined that the accident was caused by errors committed by the aircraft’s pilot. The pilot, due in part to several adverse human factors, flew the aircraft into a situation where he felt he could not avoid impacting the terrain given his knowledge of how the aircraft was performing and his perception of the terrain around him. The pilot had lost sight of his flight leader in the rugged VRG and had attempted to turn down a narrow canyon to rejoin with him after regaining sight. However, partially-through the turn, the pilot realized he could not complete the turn without impacting the canyon wall so he reversed his turn only to feel that he was now trapped and that impact with the high terrain was imminent. The pilot ejected seconds before the aircraft impacted the side of a mountain. 2010 10 May – A Fairchild Republic A-10 Thunderbolt II from 23rd Wing 75th Fighter Squadron s/n 79-0141 of the US Air Force crashed during takeoff at Moody Air Force Base, Georgia. Pilot ejected safely.

One Deployment, 10K Hours: The 75th Expeditionary Fighter Squadron, an A-10 unit deployed from Moody AFB, Ga., has surpassed 10,000 combat flying hours in a single rotation to Afghanistan. The unit's commander, Lt. Col. Sam Milam, and Col. Raymond Strasburger, commander of the 455th Expeditionary Operations Group at Bagram Air Base, flew the milestone close air support sortie on Feb. 24. Milam noted that the squadron flew the 10,000 hours with less than a full complement of aircraft and did it in six months' time, reflecting the

surge in daily sorties in Afghan operations. He said the milestone was "a manifestation of a great operations and maintenance team." Among those greeting Milam and Strasburger on their return was Pennsylvania National Guardsman Lt. Col. George Chizmar, who currently leads the ground liaison detachment at Bagram and who said, "Close air support is absolutely critical in the execution of ground operations throughout Afghanistan." Chizmar declared CAS "an enormous force multiplier" that "offers the ground force commander a wide spectrum of response options in a precise and timely manner." 11 April 1961 A USAF McDonnell F-101 Voodoo of the 75th Fighter-Interceptor Squadron, returning from an Air Defense Command patrol over the Atlantic Ocean, dropped too low in poor visibility on approach to Dow AFB, Maine, and struck Bald Mountain, near Ellsworth, Maine, killing pilot Capt. Vernal Johnson and Lt. Edward Masaitis. Wreckage remains in place and the Maine Aviation Historical Society has erected a plaque commemorating the crew and asking that the wreck remain undisturbed. The deployment of 12 A-10s to Incirlik AB, Turkey, is part of a normal rotation to support the operation, and does not signify any "adjustment to the tactical situation," according to the coalition. Army Col. Steve Warren, spokesman for Combined Joint Task Force-Operation Inherent Resolve, said the six F-16s that had been deployed to Incirlik needed to rotate back to their home base of Aviano AB, Italy, and the 12 A-10s of the 75th Fighter Squadron at Moody AFB, Ga., were what was available to deploy. The deployment is "what it appears to be," and there is nothing "special or magical about the platforms" the military deploys to the fight. While the US has airdropped munitions to Syrian Arab Coalition fighters that are looking to advance on the ISIS stronghold of Raqqa, the increase of fighters deployed to Incirlik-from six F-16s to 12 A-10s-and the close air support strength of the A-10 does not mean the A-10s were picked for an advance on the city, said Warren. "Certainly if there is an offensive on Raqqa, we will use airpower to support it," he said. "We've been striking Raqqa for months if not almost a full year. 2015 _______________________________________________________________ Air Force Order of Battle Created: 10 Nov 2010 Updated: 25 May 2012 Sources Air Force Historical Research Agency. U.S. Air Force. Maxwell AFB, AL. The Institute of Heraldry. U.S. Army. Fort Belvoir, VA. Air Force News. Air Force Public Affairs Agency. Unit history. 32nd Air Division. 1955.