By Eric McCarthy

Perhaps best known for its search-and-rescue efforts, CAP flies more than 85 percent of all federal inland search-and-rescue missions directed by the Air Force Rescue Coordination Center. (Photo credit: Civil Air Patrol)A couple of weekends ago, my Civil Air Patrol squadron hosted a SAREX/APEX (Search And Rescue EXercise/Airborne Photography EXercise). These events are designed to simulate emergency situations so that CAP members are prepared in the event of an actual emergency, and so that members can acquire the experience needed to serve in various roles. This means that a lot of us participate in ‘trainee’ (t) roles at these exercises.

These exercises require the coordination of lots of members in different roles, many of which are ‘behind-the-scene,’ but crucial to the success of a mission. These unsung heroes make it all possible, working tirelessly to ensure everything is prepared to allow the mission to be completed successfully. Most of these exercises are planned well in advance, but their purpose is to prepare CAP members to be able to deploy at a moments’ notice. In the event of an actual emergency or disaster there won’t be more than a few hours to assemble a team and respond.

I’ve participated in several of these exercises over the years, but I won’t pretend to know all there is to know about the machinations that make an operation successful. I’ll try to ‘lift the curtain’ a little to give you at least some idea of the effort that goes into one of these exercises. 

At the top of the pyramid is the Incident Commander (IC) who will oversee the entire operation; he or she will assemble a team of directors responsible for the smooth running of the various departments and their personnel.

By Art Nalls 

When I received my wings of gold in June, 1979, those bumper stickers were all over every U.S. Navy and U.S. Marine Corps jet base, and for good reasons. By that time, the A-4 “Skyhawk” built by the Douglas Aircraft Corporation, had already been in service for nearly three decades, been to war, and was a workhorse of USN and USMC jet aviation. Known as the “Scooter” and “Heinemann’s Hot Rod,” all but a few jet aviators, who were provided advanced jet training by the USAF during Viet Nam, cut their teeth in A-4’s. I carrier-qualified in a TA-4J, BuNo 158509 on May 2, 1979 with a whopping 250.2 hours of total flight time.  That was the average flight time for Student Naval Aviators (SNA) making their second and final carrier qualification before being “winged” and was already fond of and comfortable with the “Skyhawk.” 

Many newly minted pilots, myself included, also flew A-4s at their next duty station, prior to transition training in their actual fleet jet. I flew the OA-4Ms, assigned to Headquarters and Maintenance Squadron (H&MS-32) at MCAS Cherry Point. This version was a highly modified TA-4J, designed specifically as a platform for Forward Air Controller (FAC) Airborne. These proficiency flights were to keep me current before my Harrier flight class convened and so I could become familiar with the local course rules. It was considered too much for students to learn new course rules anda completely new airplane such as the “Harrier,” so we took baby steps. In my opinion, the multi-tone gray camo OA-4M, with its added hump back for the radios, and “MARINES” on the aft fuselage, was one of the best looking A-4s. It was just plain sexy. Flying it, however, was another story for another time, and its service with the Marines was short lived. 

By Eric McCarthy 

Last time I shared with you some of my favorite New England airfields. There are others, but let’s shift gears and take a look at some that I’ve discovered here in Southern California. I’ve been flying here for about five and a half years, and I fully recognize that I’ve barely scratched the surface when it come to visiting all the great airports the west coast has to offer – but, we’ve got to start somewhere. So here goes:

Santa Paula (KSZP)– Wedged in against a line of mountains to the southeast, Santa Paula is my favorite airport in Southern California. It is such an “alive” airport, full of old hangars and small aircraft of every description. I’ve flown in there a handful of times, and every time there was a busy traffic pattern full of aircraft ranging from Piper Cubs and Cessna 120s, to Decathalons and Swifts, antiques, homebuilts, and of course, more contemporary Pipers, Cessnas, and Beechcrafts. Aeroncas, Navions, Pitts’, and Extras – you name it, you’ll often find them at SZP. Pilots young and old, student and veteran, ply the pattern and ramp, lining up to refuel for another round of touch and goes or an aerobatic training session. In addition to some of the least expensive avgas around, the airport has a nice restaurant overlooking all the activity, and they’ve even got an aviation museum. Despite being non-towered, traffic sorts itself out smoothly, easily accommodating all comers. Once on the ground, open hangars reveal beautiful and pristine antiques and other aircraft in various stages of assembly. There’s a surprise around every corner! Steve McQueen, the King of Cool himself, used to keep his aircraft there in the hangar near the approach end of 22. 

Santa Paula Decathlon.Speaking of runway 22, be aware of the utility lines crossing the approach near the runway – no dragging it in low! There aren’t any glide-slope indicators, but the threshold is displaced to help you over the wires and at 2,700 feet. The runway is plenty long enough for most small aircraft.