AMERICAN AVIATION HISTORICAL SOCIETY #ffiWffiffiffiM VOLUME 22, NUMBER 2 SUMMER 1977 JOURNAL American A,viation Historical Society, Summer, 1977 Skihirds onthe rcectlp By lohn H. Cloe

On June 19,1975, a lone C-130D touched down at Elmendorf Air Force Base near Anchorage. Alaska. The return of 57-0490 from , , marked an end of an era for the Elmendorf-based 17th Tactical Airllft Squadron which had, since 1961, deployed their C-130D skibirds across the Arctic Basin ir.r support of two DEW Line radar sites. DYE iI and DYE III, on the Greenland Ice Cap. The Firebirds had flown tireir iast Greenland Ice Cap support mission. Eleven days later, on Juiy 1. the rnission rvas officially transferred to the 's 109th Tactical Airiift Group, Schenectady County Airport, New York. With the transfer, the group became the third Air Force unit to f1y support for the trvo DYE sites. and like their predecessors they were privileged to see one of the nlost incredible views on the earth-the lonely and vast expanse of the Greenlatrd Ice Cap. They would also continue to l1y the only skiwheel C-130s in the Air Force inventory. the Lockheed C-130D Llercuies.

A C-13O oflloads suppli$ at one of the DYE sites-. The engines are kept running to prevent poxible maintenance problems if they are shut down in ths subz€ro temperatures. (USAF Photo)

r,'-l 1!ri,:atfi:irli :,,,.t, " .. ..,,.., I - 1d, the already established main radar site The mission to support the two DYE sites and the C-130Ds stretched eastward from Dyea, on the east of Baffin Island, across vas the result of one cf the most monumental construction proj- (DYE Main) at Cape DYE V on Iceland which in )cts ever undertaken-the DEW Line, which was built across the dreenland (bYE I, II, III, and IV) to In April iigh Arctic during the 1950s. Fonnally dedicated at Point Bar' turn was linked with the North Atlantic Radar System' the Defense Command, ow, Alaska, on August 13, 1957, the DEW Line had been con' 195?, NEAC was inactivated, and Air Command (ADC), assumed :eived from a growing post-World War II concern that North later changed to Aerospace Defense through the 64th Air Divi' \merica was no longer immune from long'range bomber attacks, responsibility for the Eastern sector responsible for the rarticularly from over the Arctic Polar regions. sir:n at Pepperrell. Ultimately, ADC was made entire DEW Line.5 In 1952 the Lincoln Laboratory of the Massachusetts lnstitute During the f,trst half of 1957, Project Look See was carried out rf Technology sponsored a "special Summer Group" to consider in two phases by the 64th Air Division to select the radar sites in ways to guaid against such an attack. By the end of August the Creenland. Phase One (August 8 through November 2) was a group submltted recommendations envisioning a line of radar coastal survey by ship to select two coastal sites; Phase Two was ttutiont across northern Alaska and Canada, connecting at both an approximately six'hour C-54 aerial survey' flown September :nds with the Alaskan Air Command (AAC) and Northeast Air 25, over the southern half of the Ice Cap. Two potential sites in Command (NEAC) radar networks. After debate and further areas free of crevasses and serious snow melting were identified' itudy. the project was formally approved by President Eisen- Both locations afforded good radar and radio coverage' Since the hower on February 24, 1954; and actual construction began in had been used by several scienti{ic expeditions, information early 1955. Work was completed July l, 1957;and one month areas on their characteristics were also available. The location of site later, the line was declared operational.l one was approximately i00 miles due east of Sondrestrom Air In 1956 the Joint Chiefs of Staff authr:rized two extensious to Base, which was iocated at the head of Sondre Stromfitlrd, Green- the DEW Line. Plans for the Western extension cailed for six land's second longest some 33 miles above the Arctic Circle' auxiliary radar sites in the Aleutian Islands. In the east, four fiord Site two was 100 milei beyond site one and slightly south'6 The auxiliary radar sites were to be buiit acrqss Greenland'2 Informa- following spring, a ground reconnaissance party made the final tion, instructions and a directive to plan the Greenland extension selectioni. Among its members was Coionel , the were sent to NEAC by Headquarters USAF in May 1956' A famed fuctic and Antarctic explorer, who had helped select the co[struction complerion date was set for "as eariy as possible in location for Sondrestrom AB and later played a leading role in its 1960."3 Although NEAC, located at Pepperrell Air Base. St' construction. Later. as its commander during World War II, he Johns, Newfoundland, was scheduled lor inactivation in early had ied several difficult rescue operations on the Ice Cap'? 1951 it was still responsible for planning. siting' programming, , to east were; DYE I' near and funding the Eastern extension-obviously as long as the The final sits selections from west approximateiy 100 miles command iontinued in existence.a The extension planned Qayatagag on the west coast; DYE II,

A C-l30D offloads fuel at one of the DYE sites' {USAF Photo}

T

143 JOURNAL American Aviation Historical Society, Summer, 1977

on, the 7S-mile-wide outer rim, called the marginal zone, was heavily crevassed, unstable and dangerous. lt was a difficult. treacherous piace to cross by surface means. Up until the nineteenth century, the lce Cap was avoided. The Eskimos who settled Greenland from nearby Ellesmere Island feared the ice and ventured onto it only when they had to. The Norsemen who came 1ater, under the leadership of Erik the Red, also shunned the place. During the last half of the nineteenth *;m'ft century, however, there was an awakening of interest in giaciolo- w gy, and expeditions began to explore the Ice Cap. In i888 the Norwegian explorer Fridtof Nansen, with a party of five, after some effort, succeeded in crossing its loneiy expanse in the vicin- ity of the present-day DYE sites. Since then, exploration has continued and expeditions have become fairly common.e Like the earlier explorers, the planners of DYE II and III had to soive the problems of transporting their corstruction materials across the marginal zone; and once on the inland ice, building a place where men could comfortably live and work, protected The beginning o{ the Greanland lce Cap. (Author's Photo} from the harsh eiements. Since the two sites were to be perma- nent, resupply on a sustained and regular basis was an important east of Sondrestrom and 90 miles south of the Arctic Circle at an consideratic'rn. With the exception of areas near Thuie on the altitude of 7,600 feet; DYE III, approximately i00 miles east of northwest coast, the marginal zone had blocked all but the most DYE II and siightly south at 8,600 feet; and DYE IV, near determined efforts to cross it by surlace means. Even in the Thuie Kulusuk on the East Coast. The four auxiliary radar sites took the area, special roadways had to be constructed with some dif{i- DYE designation from the main radar site, DYE Main, at Cape culty, and tracked vehicles had to be used to gain access to the Dyea.8 inland ice.lo The sites chosen for DYE II and DYE III were on one of In 1958 the Army Operation King Dog was carried out to earth's most barren regions-the frozen desert-like waste of the blaze a surface route from Sondrestrom through the marginatr Greeniand Ice Cap, Its seemingly limitless expanse covered an zone and onto the iniand ice. With great difficulty, the part)- area of 650,000 square miles, and was only exceeded in size and nranaged to cross the ntarginai zone and move 76 miles onto the desolation by the Antarctic Ice Sheet. The average thickness of Ice Cap before turning back.ll the ice was 4,800 feet, and in places, reached i0,000 feet. The The obvious answer to the transportation problem was airlifi- great rnass of ice formed during the Tertiary period, pressed down Aircraft had landed and taken off from the lce Cap under emer' on a bowl-shaped island which once enjoyed a climate similar to gency conditions during World War ll. ln 1947 the first deliberae the present-day Mediterranean area. landings and takeoffs were made with a ski-equipped C47 during Only aiong portions of the northeast and northwest did the ice Project Snowman, an Air Force effort to determine feasibility of reach to the sea. The remainder of the sheet was blocked by the operating aircraft on the Ice Cap.12 During i957 and early I958. coastal mountain barrier. The growth of the Ice Cap had reached the Air Force conducted extensive testing of a ski-wheel config- a static stage where the annual accumulation of snow matched ured C-l30A (Air Force S/N 55-0021) rvhich could be operated the depletion due to giacial flow, surface melting and evapora- from both conventional runways and snow or ice-covered sur- tion. While the inland ice was flat, stable and fairly safe to move faces.13 The tests proved the Lockheed manufactured aircraft

C-13OO in flight. Note the skis in th6 raised position- (USAF Photo)

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144 couid successfully do what had already been done by the C-47 1953 two radar sites, N-33 and N'34, were constructed near and the C-123J. During 1958, 12 C-130As (57'A484 tirrough Thule AB to extend the base's radar capability- The structures 57-0495) were converted to ski'wheel equipped C-130Ds at Lock- were tubular-type and were below the surface of the ice. They heed's Marletta, Georgia plant, and were accepted by the Air were resupplied by ski-equipped C-47s. However, the two sites Force on the following dates:14 were constantly plagued with problems. The heat from the build' ings caused the surrounding ice to melt; the drinking water C-130D ACCEPTANCE assumed the taste and smell of diesel fuel; and tlie high elevation aflected power production. Finally the sites, which had AIRCRAFT AIRCAAFT adversely NUMBER DATE NUMBER DATE been compared to submarines floating in the ice, deteriorated to a had to be abandoned in 1957'le 13 Aug 1958 57-0490 23 Aug 1958 point where they 57-0484 in the con- 57'0495 19 Aug 1958 57-0491 3 Sep 1958 The probiems of N-33 and N-34 were considered 57-0486 15 Aug 1958 57"A492 10 Aus 1958 struction of the two Ice Cap DYE sites. The selected location for 57-0487 20 Aug 1958 57-0493 Unknown the two DYE sites was in an area of relativeiy high precipitation 11 Oct 1958 57-0488 4 SeP 1958 57-0494 where snow accumulated three to four feet annually. In addition, 12 Sep 1958 57-0495 Unknown 57-0489 the snow conslantly drifted piling up against anything in its path. They were, and stili are, the largest aircraft to be equipped Other factors considered by the engineers were the violent winds, with skis. The Ds were the only ski-wireel equipped C-l30s built an lce Cap phenornenon which often reached 100 miles per hour, lor the Air Force. The modi{ication invoived installation of a and the subzero temperatures. Temperatures of 40'F were con- nose and two rnain skis lttted around the conventional landing sidered normal during the winter months. Because the mission of be free gear. The nose ski measured 10 feet long and 5 feet 6 inches wide' the DYE sites demanded that the radar and radio antennas the main skis were 20 feer- long by 5 feet 6 inches wide ' They lrom obstructions and interference, the traditional below surface had an 8' nose-up and 15' nose'down pitch to enable them to construction was ruled out. The Army's Cold Region Research fo11ow uneven tuifuc.t. The undersides were coated with teflon and Engineering Laboratory (CRREL) ran a series of wind tunnel to reduce surface friction and resist adhesiveness to ice and snow' tests to determine the best type structure to overcome the diffi- The installation increased the aircraft weight by approximately culties while still providing the. best radar and radio coverage. 5,500 pounds.ls Airspeed was reduced by about 20 knots' The The tests proved that, if the structure was elevated ?0 feet systems caused ski insiallations and iheir associated hydraulic above the surface, the drifting snow would pass underneath, and problem caused normal some unique nraintenance problenTs. One the iittle snow that did accurnulate could easily be removed by a 45 minutes to 10 time to .hung. a tire to be increased from bulidozer. The problem of accumuiating snow was overcome by tire were expected hours.16 Because of the long distances aircralt installing two 350-ton jacks in each of the eight columns support- fuei were installed' to fly. two 450-gallon underwing pylon tank ing the structure, or composite building, as it was called. In this cargo compartnent and provisions were made for two 500'ga11on manner, the composite building could periodically be lifted to installed in tank;.r? l,ater, in 1966, two 4S0-gailon tanks 'uvere maintain the proper 20-foot distance and adjustments made to the inboard wing drY-baY atea.18 cornpensate for the movement of the ice. The eight supporting While the Air Force was developing the C-130D' the Army columns rested on a raft-like grill originally buried some 30 feet Corps of Engineers was pianning and designing the two Ice Cap below the surface. Interconnecting steel trusses below the surface the struc' sites. Since they were tr: be permanent structures, new designs connected the columns to prevent lateral movernent of and techniques had to be developed to overcoire rhe geologicai ture caused by tiigh winds. 133 feet wide 144 and environmental problems ol the Ice Cap il the sites were to The composite building, which measured by on remain in operation for any length of time. The Air Force had feet long, consisted of two stories and a mezzanine. Perched Within the building had some experience with a permanent facility on the Ice Cap' In top was a two-story radar tower and dome.

145 JOURNAL American Aviation Historical Society, Summer. 1977

\r*re electronic equipment, shops, offices, a power room, a had already been flown in l{arch, when a C-l30Dlanded near the l-reating facility. a snow nrelter lor water. living, dining. and site of DYE IL By May 2, all1l.2 aircraft had arrived, recreational faciiitles for 24 nren. Outside were sled-mounteri During the first two rveeks in April, three aircraft were dis- survival and vehicle storage buildings. Sewage was purnped into a abled in rapid succession by accidents on the lce Cap. Flight sanitary lvel1 sorne 500 feet lrom the sites. Heat retained in the procedures were changed, and a 6,000 by 200-foot landing strip sewage created a chamber under tl.re ice which extended down- was cleared at each site. After that. the airlift operations went ward ivith continued use. Four 100,000-ga11on. under-ice tanks smoothly.z3 lhe crews tlew their C-i30Ds on an almost ceaseless were located near each site store the to approximately 350,000 schedule, having as many as l0 of the 12 airuaft airborne at a galions of arctic diesei fuel needed annually to run the six diesel time. Flight operations usually began at 0400, and continued engines used to provide electric power and heat.2o Having solved through the long hours of daylight. By the end ol six months, the problerns of tlansportation and construction, the Air Force approximately 127,985 tons of cargo had been hauled to the and the Corps t':l Engineers lvere read.v to proceed witir the job ol sites. Because of the approaching winter, ope rations were halted. building the trvo si1es. The partially compieted sites were ciosed for the season and lelt On Marcli 19. 1958, the U.S.-Dairish agreernent authorizing to the eiernents.2a construction o1' the Greenland sites rvas signed.2t That sarne year When the squadron returned to Sewart AFB, Tennessee. in late the Corps of Ergineers ailarded contracts lbr the procurement of i959, it was directed to furnishsupport to the U.S. Navy's scien- rnaterials and equipnient. In the case of the two coastal sites, tific project Deep Freeze 60 in the Antarctic on the opposite side whose construction was sirnilar to the other DEW Line sites. the ol the worid frorr Greenland. Since the 61 TCS and its aircraft materlals conformed to rhe standards used throughout the DEW wouid not be needed on the Greenland lce Cap untii March 1960, systen.I. l{owever. r,vith the Ice Cap sites, it rvas a different story. and tlie Navy needed immediate heip to rransport construction No single irem cor-ild exceed 9x9x4 I feet in size or rveigh more material to t\vo of its scientific sites, the squadron was directed than 15 tons-the lirnitation of the C-i30D.22 by Headquarters USAF to support the effort. Ten aircrews and In February 1959. the 314th Troop Carrier Wing at Sewarr seven C-130Ds were selected. After a period of training at Bemidji AFB, Tennessee. was tormaliy assigned the mission of airlifting during December 7 through 11, 1960, in preparation for project constrllction ntaterials and equipnent to the two sites. The Wing. Ice Flow, the name of the Antarctic support missioil, the squad- in turn. tasked one ol its subordinate sqrladrons, the 61st Troop ron, on January 7, began the 13,850-rnile deployment across the Carrier Squadron (61 TCS) to do the job. The squadron had Paciflc Ocean to Christchurch, New Zealand. Ten days later, ai1 already participated ou a limited scale in some of the earlier seven C-130Ds and one support C-i30A arrived. Alter a brief rest, Greenland site survey missions and had begun receiving its the C-130Ds began the last ieg of their flight to McMurdo Sound, C-130Ds during the last hall of 1958. Prior ro deploying to Son- leaving New Zealand in one-hour intervals on January 14. How- drestrom to begin rhe airlift. the TCS was sent to Bernidji. in ever, strong head winds forced their return, and it rvas not until northern Minnesota. for l-ii,e rveeks ol training r-rn the nearby January 23 that the squadron {rna11y reached their destination. froz.ei-r lake ol the sarne name. Tl'rere. they learned how to operate and nlaintain tirelr nerv aircrati. Three aircraft were deployed to Despite some initial coordination proirlems, marginal weather Bernidji and based at the locai civilian airport. Each aircrerv rvas and inadequate ground navigational aids. between January 23 and sent to Bemidji for one week, during whlch they received a check- February 15, the seven C-130Ds airlilted an impressive 400 tons out in the C-1-30D. and attended a 24-hour survival school as part of cargo from Mcl{urdo to two research stations, Marie Byrd and ol iheir arctic ir)dtlctrination. Amundsen-Scott, the latter located at the Soutli Po1e.26 Lieuten- On lllarch 19, tlie squadlon began its moveluent tn Sondre- ant Colonel Wilbert Turk, Squadron Commander in charge of the strom. By April 1, the official slart dare. live aircraft rvere in squadron operations, llew the irrst rnission into Amundsen-Scott piace to begin the airliti. aithough the first operatir-rnal mission in C-130D, 57-0495, nlcknanted "Frozen Assets." On board was

:i!rr.f:,.i 1l: :' :1:iii:.: r::i:i:r'.' i,. ::i:!i:r. rr.r,-ir-:. i.. :-l , ii, r:,:. : i.'#it . ; I '_"- Hri

.l:$!.li&tt!$$. . j'...)rl$r' ilr:.*;#:. * - ry ,*.1...itr ryr**1i :-- .,,!]fr. ..tr . : -. .# *,i. : .l , +Y. .-. - -rb-i_ 146 Rear Admiral David M. Tyree, Commander, U'S' Naval Support Forces for Antarctica.26 They carrled with them the American Flag which had accompanied Admiral Richard Byrd on his histor- ic frigfrt over the North and South Poles. (Aircraft 57'0495 was "damaged later beyond repair when it crashed near DYE III on Jurre 5. l.glZ. tt rvas the only C-130D of the origi*al 12 to be iost to date.) .".,i fle il-t:OO operations proved to the Nary beyond dr:ubt that time and money could be saved by using the large ski-wheel equipped aircraft. At the time the C-130Ds rvere in the Antarctic' tf," i-{uuy had an order for four C'1308s to be modified to ski- wheel Lb-l30Fs. These aircraf( had greater range and lilt capacity and a redesigned ski'wheel assembly. Up until that time, the Navy, who had pioneered the use of ski-wiee1 air transports, had used the ski-wheel C-47, which they had introduced in the Antarctic during Operation High Jump' in 1946-41 .ln preparing for Operation High Jurnp, the Navy decid- ski-equipped C-47s for exploratory flights from ed to use sir ing U.i. Nary's Deep Freeze 60' (Lockheed'Georgia Photo) Litrle A.-rerica. Because ther. tuus doubt about their range, plans rvere made to launch the aircralt from the carrier "Philippine Sea" at the edge of the ice pack' Since rvheels were required for lire launch and-planning time was limited, the problem was soived by the simple expedienl of cutting slots il the skis through which :i.,r.s in.1,ei of tire wheels protruded. After the aircraft arrived at was tl'reir destitration, the wheels were removed' Later, the system ,.rin.a, giving tl-re pilot the option of either skis or wheeis'2? In mid-Febrrrary 1960. the 61 TCS returned to Sewart AFB endonMarch20tlr,theydepartedtobegirrthesecondconstruc. iion season on the {ce Cap. After digging out the construction camp and the materials and equipment, work was begun on the inteiiors of the two sites, and numerous design changes were made- By late fall, tlie electrical and mechanical equipment had been instalied. By December. the project was completed and piu,* *.r. made ftr the lurnover of the sites to ADC'28 This was on August 1, the following year, wiren the sites rlone officially background is one of the C-130Ds from During the second season, the squadron THE OLD AND THE NEW-In the became operational'2e the 61st Troop carrier squadron which supported the Navy during Deep of cargo'30 airlilted approximately I 15,000 tons Freeze 60. {Lockheed'Georgia Photo}

*,"t...l tb $r5plrrt'cp+11n!ions' in ttt€ JOURNAL American Aviation Historical Society, Summer, 1g77

When the 6l TCS returned to Sewart AFB in late 1960, their Cap flying and quickly settled down into a routine. Two "rota- association with Greenland was drawing to a close. On October l, tor" C-l30Ds were maintained at Sondrestron on a year-round the 17th Troop Carrier Squadron (17TCS) had been activated at basis to fly back and forth. During the spring, the number was Dyess AFB, Texas, and began tire process of organizing, which increased to around four to handle the annuai fuel airlift. When they achieved on February 8, 1961. Part ofthe new squadron's enough snow had accumulated at the sites to warrant their being mission was the support of the two DYE sites. It inherited the 12 elevated to keep the ?0-loot distance above the surface, addition- C-13ODs from the 61 TCS, which converted to C-i308s.32 Six of al aircraft were also deployed by the squadron 1o airlift the neces- the Ds {57-A484 through 0489), no longer needed because of sary construction materials. reduced requirements! were reconverted back during 1962 and The contracted civilian personnel who manned the two sites 1963 to a wheels-only configuration with a model designation of were completely dependent on the C-l30Ds at Sondrestrom for C-130D-6.32 On May i, 1961 , the i ? TCS assumed responsibility their supplies and physical contact with lhe world outside. When for the ongoing Greenland mission. The aircraft at Sondrestrom they looked or-rt the windows, they saw only a vast expanse of were transferred in place. Prior to that date, the 17 TCS had white which stretched endlessly into the horizon. They seldom flown only two hours on the Ice Cap. By the end of themonth, went outside other than to perform the required outdoor chores, tlrey accumulated an additionai 143 hours and had, on May 29, and when their contracts expired, many left without having ven- evacuated a Danish National suffering from a brain concussion tured more tiran 100 yards lrom the sites. Inside the sites were a1l from Soridrestrom to . The emergency evacuation the modern comforts needed to sustain them. Working and iiving was to be the flrst of many search and rescue and emergency in the sites was very much like being aboard a large ship at sea.3s evacuation rnissions performed by the 17 TCS, as part of their In late 1963, the 17 TCS learned they were to be transferred overall Greenland mission. During June. the squadron flew to Alaska. During December 1963 and January 1964, the pians another 372 hours in rupport of the preparations for getting the were completed for the assignment of the 17 TCS from the Tacti- site operational by August. Every effort was made to qualifyitre cal Air Conrmand (TAC) to the Alaskan Air Command (AAC). squadron personnel in ski operations. The techniques the 61 TCS The official announcement was made January 21. Movement had developed were refined by the 17 TCS.33 orders were published February 4, and the advance party arrived As with the 61 TCS, the recently activated squadron learned at Elmendorf AFB in Aprii, followed by the main group in June. that flying the C-i30D on the Ice Cap required special skills and The rear party reached Alaska July 15. On May 1, the transfer of techniques. At the high aititudes where the sites were located, the aircraft was begun and continued until August 7, when the last C-l30D's engine performance was reduced by 35 percent. Lift two of the 12 aircraft arrived. The squadror was relieved lrom aiso suffered at the higher eievations. Although ski landings were assignment to TAC and assigned to AAC on June 15. By the end essentially the same as conventional iandings. taxiing and takeofls of the month, AAC assumed responsibility for the ongoing Green- were a different matter. Skill was required to keep the aircraft land mission. The final shift at Sordrestrom was rnade when lined up and from siiding sideways. Since the friction of the skis personnel and equipment still assigned to the 516th Tactical was considerably more than wheels, takeoffs were sometimes Airiift Wing, the former parent organization of the 17 TCS, were difficult, especiaily on warm sunny days when the surface was relieved and returned to Dyess AFB. Squadron personnel and soft. Consequently, provisions were made for the installation of aircraft at Sondrestrom remained in place. four assisted takeoff (ATO) bottles on each side of the aircraft, The squadron quickly settled down to their operations in A.las- These were often used to literally blast the aircrafr off the ice.F ka, which were flying supplies and equipment to AAC's remote The squadron leamed to handle the various challenges of Ice sites and stations and participating in joint training exercises with

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148 United States Army forces in Alaska. The squadron's C-130s also provided a much greater airlift and range capability than the C-123s AAC depended on prior to the squadron's arrival. The Greenland mission, norv firmly established, continued to be flown on a regular basis. Each Tuesday morning. a C-130D departed Elmendorf tor the iong flight across the Arctic Basin to Sondrestrorn, where it relieved another C-130D. Two routes were used. One roule,2,22l nautical miles iong, was by rvay of Yel- lowknife, in Canada's Northwest Territory; the other, 2,510 nautical miles, was direct to Thule AB, Creenland, then south to Sondrestrom. When rhe winds were favorabie, the refueling stops were avoided. and the flight was made direct. During the Aprii-June period each year, the two "rotator" aircraft were augmented with additional personnei and aircraft to airlift fuel stored at Sondrestrom to the two sites. There, the fuel was used to run the diesel engines powering the sites. The annual spring refueiing began the preceding summer when the fuel was brought by ship to Camp Loyd, near Sondrestrom. During the winter months, the fuel was allowed to "cool" so that when it Before they switched to KC-97 fuel tanks' the Air Force used 500'gallon fuel to the sites' The bladders were strapped to was transferred to the under-ice storage tanks at the sites, it bladders to deliver diesel pallets which were oflloaded at the sites-a time-consuming job' (USAF would not melt the surrounding ice.3? Initially, the fuel was air- Photoi lifted in 500-ga11on coliapsible bladders strapped to cargo pallets. The pallets constituted a load of about 3,000 galions. At the sites, On July 8, 1966, the 17 TCS uriderwent another change in (17 the pallets were dragged from the aircraft to a storage area where assignment when it became one of three flying squadrons they were emptied into the under-ice storage tanks.38 The empty TCS, 3l7th Fighter lnterceptor Squadron, and 2lst Operative r:n wing's bladders were back-hauled in the returning C-130Ds' This proce- Squadron) assigned to the 21st Composite Wing the dure proved to be time-consurning and posed niany problems, activation at Eirnendorf.4 The Greenland mission. then known particularly during ofiloading. During the 1961 refueling season, as On Top and later changed to Cool DEW, was part of the trans- the bladders were replaced by KC-97 rel'ueling tanks strapped to fer from AAC to the 21 COMPW.41 The following year, Septem- the aircraft's cargo bed. The fuei then could be emptied direct, by ber 1, the 17 TCS was redesignated the 17th Tactical Airlift gravity, fiom the aircraft into the storage tanks.3e Squadron (17 TAS).42 JOURI\lAL American Aviation Historical Society, Summer, 1977

During 1966-67 , the 17 TAS was involved, in addition to the normal resupply and fuei airlift, in supporting USAF's Office of Aerospace Research Project Blue Ice, a seismological study' The lce Cap was chosen for the study since it was one of the quietest areas on the earth. The squadron airlifted the scientists and their equiprnent during June 1966 to a site located approximately at the center of the lce Cap. This site was named after the Danish seismologist, Inge khrnann. Because resuits fronl the study were so good, a decision was made to keep Inge Lehmann open during the winter, and a small party remained behind. The following spring, the main party returned, after waiking 400 miles from . Enroute, they had stopped to take measurements along the route. When they reached Inge lehmann, they decided to close that site.a3 Blue Ice was one example of the 17 TAS and its predecessor's, the 61 TCS's, support of scientific ef'forts on the Ice Cap. ht 1959, CRREL scientists had been airlifted to the inland ice to instail benchmark systems and instrumentation for monitoring the tong-term performance ol the DYE sites. Support was tur' nished CRREL in 1960, 1963,1969,1971,1972 and 1973.e In 1954 support was provided to the French Glaciological Project, a A C-130D makes a practice ATO assisted takeoff from the Sondrestrom private research foundation project to study the growth and flow AB runway, The Fractice is to familiarize pilots who sometimes have to use the system to literally blast themselves off the lce Cap. {Aurhor's Photo} of the Greenland Ice Cap.as ln 1971 the Greenland lce Sheet Program (CISP) was begutr to driii ice cr:re samples in order to two END OF THE LINE-A 17th Tactical Airli{t Squadron loadmaster and determine past climatic changes. It involved CRREL' as weli as personnel unload fuel from a C-130 Hercules' The fuel is drained DYE site universities in America and Europe. Core samples from tanks strappsd to the cargo bed of the aircraft into storage tanks scientists from buri€d beneath the ice. Assisted takeoff {ATOI bottles are attached to the of ice formed lrom snow which fel1 during the time of Christ aircraft iust forward of the door' (USAF PhotoI rvere airlifted out by the squadron.ft Search and Rescue (SAR) and emergency evacuation missions piayed a signiticant role in the 6i TCS and 17 TAS support efforts in Greenland. Because of the C-130D capabilities, the squadron was often called on to search for and pick up crash vic' tims on the lce Cap and fly long-range rnissions to evacuate the critically ill or injured. A typical SAR mission occurred in August 1967, when word was received that a British-owned' twinengine lighi aircraft was overdue. The aircraft commander of a C-130D in the vicinity of DYE III was contacted' Using the last informa- tion of radar cottact obtained fiom the site, the aircrew began their search. Fortunateiy, 30 minutes later the dorvlled aircraft was sited. Atr open snow landing was made and two survivors were picked up. A third man could not be tbund. While another C-130 orbited overhead, the rescue aircraft. with the assistance of 7 ATO, was able to take olf and return to Sondrestrom' On July 1,1974, a one-year test program was initiated to see il civilian contracted Twin Otters, smal1 twin-turboprop engine transports built by Dellavilland of Canada, could handle the rou- tine resuppiy requirernents. The two "rotator" C-l30Dt were reduced to one for providing backup support and SAR capability. later, in February 1975, the requirement was elindnated alto- gether.a8 The lTth's association with the Ice Cap was drawing to a c1ose. in1.974, AAC was notilled that the squadron was to be equipped with C-1308s, and that it was to give up its older air- craft, inciuding the tive C-130Ds to Air Force and Air Nationai Guard units. Tlre squadron returned for the last time to Sondre- strom on April 2, 1975, to begin the annual fuel airlift. This time. personnel from the 109th Tactical Airlift Group (109 TAG), New York Air National Guard, were there to assist and train with the squadron. The group rvas scheduied to take over the C'130Ds and the Greenland mission.ae By Ir{ay 13. the alrlift had been com- pleted. with 665,000 gallons ol fuei airlifte d in 208 sorties. One C-l30D was retained at Sondrestrom to support GISP require- ments: on June 13, the i7 TAS flew its last mission and shortly afterwards, returned to Elrnendorf, ending an era in the squad- ron's history. The five C-130Ds ald six C-130D-6s were tralls- ferred to the 109 TAG during June and July.s0 150 TRANSFER DATES5I TAIL DATE TAIL DATE NUMBER TRANSFERBED NUMBER TRANSFERRED 57-0492D 2 June 57"0486 D-6 7 JulY 57-0493 D 6 June 57-0488 D-6 14 JulY 57-0485 D.6 19 June 57-0484 D-6 18 JulY 57-0491 D 20 June 57-0490 D 21 JulY 57{494 D 21 June 57-0487 D.6 31 JulY 57.0489 D-6 30 June The transfer of responsibility marked an end of an era for the Alaska-based airlift squadron and a beginning of a new responsi bility for the 109 TAG. The C'130Ds rvhich have served so faith- fully would still be flown over the Ice Cap, although on a some' what reduced basis; the two sites would continue to function as they have since they iirst became operational, providing early !L&r:; warning against unfriendly aircraft and advisory service to friend- u_$.t{8.tgrtt ly aircraft. The DEW Line has underSone changes since construc- tion began 20 years ago. Only 31 of the original 75 sites remain. New technology and revised missions have had their effects. Whatever the future, the DEW Line, in general) and the two Greenland Ice Cap sites, in particular, represent one of man's successful endeavon to overcome the great difficulties of one of The sheer cliff at Sondrestrom AB serves as a backdrop for a C-'130D flown earth's most inhospitable areas. by the 'l7th Tactical Airlift Squadron as it prepares to taks off for the Greenland lce Cap. (USAF Photo) REFERENCES This is an interior view of diesel fuel offloading operations at one of the 1. ADC Historical study No.31, "A History ol the DEW Line. 1946-64" DYEsites.CaptainDelray"Lucky"schultz.alTthTacticalAirliftSquad- of the tanks us€d to transport the {ADC History Office. June 1965}' pp 55'56. ron navigator. is resting his hand on one 2. Alfred Goldberg, "History ol USAF. 1907"1957" {New Jercev, 1957}, diesel fuel. {USAF Photol pp 133-35. i NEAC, Jul'Dec 56, PP 87'89' 3. Hist, ,, 4. Hist,64AD, 1 Apr'31 Dec 57, pp 111-128. 5. "A Hist ol the DEW Line," oP cit.. P 35. iA 6. Hist 64AD, oP cit., PP 123'25. 1. Ted R. Sturm. "Mission DEW East," Airman, Jul 1974. 3'6' 8. Pamphlet, The DEI'Y System, Federal Electric Corporation, undated' 9. Borge Fristrup, "The Greenland lce Cap" (Seattle, 1966I. pp 13. 31-41,295-297 10. lbid. pp 140'41. 11. steven J. Mock, "Greenland Operations of the 17 TAS and CRREL" (CRREL, March 1973), PP 2-3. 12. Emil G. Beaudry, Air Potentialities of the Greenland lce Cap in High Altitude Defense (Air Command and Stalf School). p ii' 13. Martin Caidin, "Mighty Hercules" (New York. 1963)' pp 161' 14. Aircraft Historical Records (as ol 30 Jun 751, l\ircraft Maint Div, 21 COMPW. 15. "Jane's All the World's Aircraft, 1966-67" {New York, t9661' p 275' 16. E. "Marty" Martinez, "Aerial Snowmobiles," Airman, November 1969. 17. "Jane's AII the World's Aircraft, 1966-67," op cit. 18. Hist, 1? TAS, 1 Jul-31 Dec 66, P 6. 19. Eldon B. Severson, Special Monogreph on N'33 and N-34, Oetach- ments 1 and 2 of the 931st AC and W Squadron, 64AD (contained in Hist, 64AD, Jan'Jun 19541. 20. Harold B. Goyette, "Dew Line Canada'lcaland Link," The Military Engineer. pp325-24. .,t 21. "A History of the DEW Line, 1946'64." op cit., pp 55-56' ,f. Link," op eit. ',ir:' 22. "DEW Line Canada-lceland F.i 23. Hist, 61 TCS, 1 Jan'3O Jun 59. PP 6'1 1. 24. "Mighty Hercules," op cit., pp 162'63' 41.t,,|. : 25. Hist.61 TCS. 1 Jan-3O Jun 60, pp 6-14' pp i 26. Martin Caiden, "The Long Arm of America" {New York 1963}, ' 329-338. 27. Henry Dater, "Dakota's in the Antarctic, A Study in Versatility" {History and Research Division, U'S. Navy Support Forces, Antarctic, Washington, D.C., S€ptember 191Ol., pp 'l'14. 28. DEW Line Canada lceland Link, op cit. 29. ADC V-24 RePort 1971. P 34. 30. "Mighty Hercules." op cit., pp 162-63- 31. Ltr, Cmdr 516 TCW, subl; Recommendation lor the Air Force Out- standing Unit Award (17 TCS), June 64. 32. Hist, 314 TCS, 1 Jan'30 Jun 66, P 32. 33. Hist, 64 TCW, 1 Jan-30 Jun 61, PP 15'16. 34. "Aerial Snowmobiles," oP cit. 35. "The Greenland lce Cap," op cit., p 189' JOUBNAT American Aviation Hir

MAJOR AIR FOBCE COMMAND HISTORIES* Al\C, Jul-Dec 1957. (Aecounts ol DEW Line dedication at pt Barrow, AK.} AAC. Jan-Dec 1964. {Transfer of l7TAS from TAC to AAC.} AAC, Jan-Jun 1966. {Acrivation of 2lCOMPW.} NEAC, Jul-Dec 1956. (Plans for DEW Line eastern extension,) OTHER AIR FOBCE COMMAND HISTOBIES* Air Force Test Center, Jul-Dec 1958. {Ski-wheel performance test of c-130A.1 Atlantic Div. Air Transport Command. Jan-May 1948. (Contains intel- ligence summary ol Project Snowman, the purpose of which was to collect data on the Greenland lce Cap for the possibility of constructing and maintaining a landing field there.) 64AD. Jan-Jun 1954. (Contains "Special Monograph in N-33, N-34, The C-130Ds wer€ used for other operations. The one shown here on a Dets 1 and 2 o{ 93't AC&W Sq. prepared frozen lake in Alaska supported the joint training exercise Polar Strike in 64AD," by Capt Eldon Sever- 1964. (USAF Photol son, USAF. Account of two AC&W sites on the lce Cap near Thule.) 64AD, Apr-Dec 1957. (Report on aerial reconnaissance of proposed 35. Hist, AAC 1964, pp 183-i91. DEW Line sites in Greenland, Also data gathered from previous lce Cap 37. "Aerial Snowmobiles," op cit.; Art, "Faithfully Ferry Fuel,,, Sondre- 6xplorations and information provided by quali{ied geophysicists strom Sun, May 13, 1966, p 9. specializing in glacial studies, easrern €xtension of DEW Line.) 38. Recommendation for the Air Force Outstanding Unit Award (17 WING HISTORIES" TCSI. Jun 64, op cit. ZICOMPW, I Jut.Deo 66, Jan-Jun 67, Jul-Sep 69, Apr-Jun 7O. Jut-Sep Hist. AAC, 1 Jul-31 39. Dec 67. 70, Apr-Jun 71, Jan-Mar 72, Apr-Jun 72, Oct-Dec 73, Apr-Jun 74, Ju,. 40. SO, c-93, AAC,9 Jun 66. Sep 74, Oct-Dec 74, Jan-Mar 75, and Apr-Jun 75. 41. Hist, 21 COMPW, 1 Jan-3O Jun 67, p 3. The 21COMPW Histories and the attached 17TAS Histories furnish 42. SO, G-I15, AAC, 9 Auq67. information about support o, the two lce Cap DYE sites. A short his- 43. Art, "Earth ls Too Noisy," Air Force Times, Dec 27,67. tory ot the DYE site support is included in the ZICOMpW Apr-Jun 74 44. "Greenland OperatiorE of rhe 17 TAS and CRREL,', op cit., p E. History. "'l7th 45. Art. Marks Year," Sourdough Sentinel. April 1, 66. 314TCW, Jul-Dec 58, Jan-Jun 59, Jut-Dec 59, Jan.Jun 60, and Jan-Jun 46. "Greenland Operations of the 17 TAS and CRREL,,'op cir., p 7; Arr, 61. "Airlift Squadron Delivers Scientists to lce Cap,', Sourdough Sentinel, The 3'l4TCW Histories and the artached 61TCS Histories provide infor- Jul 27 ,73. mation about the C-lsOD aircraft support for the construction of DyE Hist, 17 47. TAS, 1 Jut-31 Dec 67, pp 6-2. sites, and support of Deep Freeze 60 in the Antaretic, 48. Hist. 21 COMPW, 1 Jul-Sep 74, p 38. 516TCW, Jan-Jun 64. (Transfer of 17TAS to AAC.I 49. A,rt, "17th Makes Last Spring Fuel Airlift to Greenland lce Cap,,, Sourdough Sentinel, Apr 25, 1975. USAF MONOGRAPHS AND STUDIES* potentialities 50. Hist, 21 COMPW, Apr-Jun 75. p 94. Beaudry, Emil G., "Air of the Greenland lce Cap in High Latitude Defense," 1949. (General 51. Hist, AAC, FY 75, p 94-96; Hisr, AAC. Jut-Dec 75, p 42. Nov information on the use of the lce Cap for strategic defense.) BIBLIOGRAPHY 8lair, MSgt Edison, USAF, "Arctic Adventure," May 19S2. {An account oI the first C.47 landing at the North Pole.) The following is a list of sources used in the research of this article, Bush, Lt Col Joseph. USAF. "Strategic lmportance of Greenland to Army They contain not only information about the C.130D and the Greenland Air Forces," May 1947. {An Air Command and Staff School Study. lee Cap, but also information about Arctic aviation in general. Most of the Contains general information on the importaoce of Greenland to air sources can found public be in the library. The asterisks denote informa- operations. ) tion that is available at the Albert F. Simpson Historical Research Center, Hahn, Dr. Cecil O., "The Strategic lmportance of Greenland," Jan 47 (Air Maxwell AFB, Alabama 36112, which is the official historical documenta- University research prolect,) tion depository for the Air Force. The archives are available for both "Aircraft Landing Test on Sea lce in North Star Bay, Thule, Greenland, private and official research. March 1957," Cambridge Research Center Geophysieal Research Direc-

C-I3OD as$ig&d to the 17th Tacticat Airlifl Squadron, 21st Composite Wing, parked on the flight line at Elmendorf AFB, Alaska. 1967. (USAF Photo)

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152 tarate, 17 Jun 1957. (Technical memo to director describing test re- Furlong, R.D.M., "Evolution in Air Defence Bequirements." lnternational su lts. I Defeme Review, Jun 1974, (Nontechnical review of problems facing air "Project Overheat," Newfoundland Ease Command, May 1949. (A report delense planners.) on the availability of wheeled landing surfaces and the possibility of Goyette, Harold B. "DEW Line-Canada lceland Link," Military Engineer, conducting sustained operations on the lce Cap.l Sep-Oct 1962. {Describes how two lce Cap sites were built. providx detailed description and f unction.) OTHER MONOGRAPHS 'Martinez, E. "Aerial Snowmobiles," Airman Magazine. Nov 1969. {De- Dater, Dr. Henry, "Dakotas in the Antarctic, A Study in Versatility," His-. . scribs C-130D operations.) tory and Research Div. USN Spt Foree, Antarctic, Wash. D.C., Sep "Maxwell, H.G. "History ol the Hercules," Air Classics, Jun 1974. History (lnformation 1970. on USN exploration in Antarctic; development of of the development and employment of the C-l30 written by a former ski-wheel C-47; Air Force support of Deep Freeze 6O.) C-I30 pilot. Tells how it was to lly the C-13O.1 Mock, Dr. Steven J,, "Greenland Operations of the'l7TAS and CBREL," Miller, Edward, "Grondlandstly," Air Classics, Feb 1975. (An account of (Account Mar 1972. of 17TAS support of U.S. Army's scientific work Greenlandair, the local Greenland air service, which supports the entira on Greenland lce Cap.) island. Also covered is the commercial air operation at Sondre$rom, , the only port ol entry.) BOOKS Miller, Edward, "Ski Hercules," Air Clacsics, Jan 1975. {A description of Balchen, Bernt, "Come North With Me," New York: E.P. Dutton & Co., the C-l30D and it$ operations in Greenland.l 1958. (Personal account of Col Balchen's Arctic and Antarctic activities Miller, Edward, "Helicopter Wreckovery," Air Classic Ouarterly Review, to include his involvement with Greenland during World War ll.l Summer 1976. (An aecount of the rscovery of the Stinson, model Balchen, Col Bernt; Ford, Mai Corey; La Farge, Mai Oliver, "War Below SM-1, Greater Rockford, which Hassell and Cramer landed on the lce Zero," Boston: Houghton Mifflin Co., 1944. (Personal account by Cap in 1928.) authors of search and restue on the lce Cap and military operations Mongin, Alfred, "Arctic lnspection, Task Force Six." Mariner, Dec 1969. against German vveather stations on east coast of Greenland.) {Describes Military Sealift Command support of Greenland bases. Caidin, Martin, "Mighty Hercules," New York: E.P. Dutton and Co., 1963. Sondrestrom is also described.) {History of C-13O, includes C-l30D and support in Arctio and Antarc- Storm. Ted B.. "Mision DEW East," Airman Magazine, Jul 1974. {C-130D tic. ) operations on the lce Cap. and early development.l Caidin. Martin, "The Long Arm of America," New York: E'P' Dutton and "NORAD-A Study in Evolution," lnternational Defense Review, Jun Co., 1963. {Same as "Mighty Hercule"'l 1974. (The evolution of air defense.| Carson, William S., "Lifelines Through the Arctic," New York: Duell, "The Greenland lce Plateau," Air University Ouarterly Feview, Spring Sloan, and Pearce, 1962, {Establishment oJ North Atlantic Ferry route 1955. (Accounts of attempts to establish a permanant station on the and operatioos during World War ll; post-World War ll developments in Greenland lce Cap during World War ll. Proiect Snowman, and later Greenland including Air Force exploration ol lce Cap and developmefit airlanding operations on the lcc Cap.l* of a commercial route; general description of Greenland and early "The Saga of My Gal Sal," Lile Magazine, 20 Nov 1964. (Account of 27 exploration flights.l June 1942 crash of a B-17E on the lce Cap, and the latsr (1954| livec of Craven and Cate (editors), "The Army Air Force in World War ll, Vol I' the crew.l Plans and Early Op6rations." Chicago: University of Chicago Press, NEWSPAPERS 1958. {Development of ferry bases in Greenland. operations') Air Force Times, 27 December 1967. Conn, Engleman, and Fairchild, "The Western Hemisphere, Guarding the Sondrestrom Sun, 13 May 1966;29 September 1967. United States and lts Outposts." Washingrton, D.C.: Office of Chief of Sourdough Sentinel (Etmendorf Base Newspaperl, 6 Nov 66; I Jul 65;27 (Strategic Military History, Department of Army. 1964. importance of May 66; 24 Jun66;4 Jun 71;9 Jun72:2 Mar 73; 27 Apr 73;1 Jun 73; Greenland, buildup of bases. and operations against German weather 27 Jun73. stations.) Erngaard, Erit, "Greenland Then and Now" (translated bY Mona Giersingl. Copenhagen, Denmark: Ladenann Lld, 1972' {A general pictorial his' tory of Greenland from beginning of recorded hislory to present.) Fristrup, Borge, "The Greenland lce Cay'' (translated by David Stoner), Seattle: University of Washington Press, 1966. {History of all scientific expeditions on Greenland lce Cap up to 1966. Detailed description ot lce Cap including maps.) Glines, Lt Col C.V., USAF (editorl, "Polar Aviation," New York: Franklin Watts, lnc., 1964. (Early flights to Greenland, World War ll activities, commercial activities.) Goldberg, Arthur (editor), "A History of the 1907-1957," New York: D. Van Nostrand Co.. 1957. (General history of the USAF.) Grierson, John, "Challenge to the Poles," Seattle: Uniuersity of Washing' ton Press, 1966. {Account of air explorations and pioneer rlights in the polar regions.) Morenus, Richard, "DEW Line," New York: Rand McNally, 1957. (History of the DEW Line.l ABOUT THE AUTHOR "Jane's All the World's Aircraft 1958159," London 1959. (Development and description of C-l3OD and C'123J.1 John H. Cloe is currantly employed as a USAF civilian in the capacity ol Historian for the 1931st Communications Group, Elmendorf AFB Alaska. Prior to that he worked as the Historian for the 21st Composite PAMPHLETS Wing and later as Acting, and then Dsputy Historian, Alaskan Air Com- "lnformation About Greenland," Danish Liaison Olficer, Sondrestrom AB, mand, (Short Greenland, Feb 1973. military history of Greenland')** He was born in Virginia, and was educated at Virginia Military lnstitute. "The DEW Line Story." Western Electric Company. Nodate.{History and He served 10 years in the U.S. Army as an lnfanvy officer. Two of those facrs about the DEW Line.) 10 years ware spent in Vietnam as an infantry advisor and infantry "Welcome to Sondrestrom Air Basri," Office of lnformalion, 468th Air company commandgr. Base Group, circa 1974. {History and facts about Sondrestrom AB.} John's hobby is researching and building rnodel aircraft. He also holds a PEBIODICALS commercial pilot's license with 400 hours of flying time. His interest in Ai( Arnold, Maj Terry, "Raven on the Cap," Airman Magazine, Nov 1976. Force history and aircraft is both professional and personal, and he says ol {109 TAG, N.Y. ANG support of DYE ll and lll.} the accompanying article, "lit was] written as a result ol a trip to Green- Bagnail, V.B. "Building the Distant Early Warning Line," Military Engi' land in April 1973 with the 17th Taetical Airlilt Squadron which was part neer, Nov-Dec 1955. (Planning and construction o, the DEW Line, tech- of the 21st Composite Wing, AAC-the outfit that I worked for as a his' nigues.l torian. During my stay in Greenland, I was fortunate to fly on the flight Balchen. Bernt, "War Below Zero." Air Force Magazine, Feb I974. (Per' deck of the C-13OD while the 17th was hauling fuel to the OYE sites. lt sonal account of Col Balchen's activities in Greenland during World War left a lasting impression on me, of the nerve and skill of the aircrews who ll.)* routinely operated in one of the world's most desolate and hostile places." 153