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Cfpa Newsletter 09.2009

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Cfpa Newsletter 09.2009 CFPA Newsletter / September 09 Dedicated to Vern. We miss you. This month : - Tribute to Vern Schindele - New OV-10’s by Boeing ? - Fire Terminology / FTA - Who said... - Radio and fire traffic pattern - Santa Ana winds - F7F Tigercat A Guardian from Above Thursday, September 01, 2005 By Lori Stuenkel/Gilroy Dispatch Staff Writer Hollister - Airtanker pilot Vern Schindele paused while reading his newspaper and perked up to hear the dispatcher's voice broadcast through the station. Half a minute later, he sat in the cockpit of his Grumman Aerospace S-2T. In less than three minutes, he was on the runway, turbine engines roaring, awaiting the official call for air support. Not bad for a 72-year-old who's been a licensed pilot for more than half a century. With 35 years on the job as an airtanker pilot with the California Department of Forestry, Schindele is enjoying his 21st season at the Hollister Air Attack Base. Piloting during California's fire season is a 6-day-a-week, 9-hour-a-day job, and Schindele must be ready to answer as many as seven calls in one day. A trip to Oakland to drop some of his 1,200-gallon load of fire retardant on a brush fire takes about 12 minutes. A trip to Morgan Hill or Gilroy, where Schindele helped fight the Croy Fire two years ago, is only a few minutes long. Schindele enjoys flying his 30,000-pound, 258-mile-per-hour airtanker - No. 80 - because "it keeps (me) busy," he said. Although he calls Montana home for most of the year, he plans to keep coming back to Hollister from June through October. "I don't know, I'm starting to slow down," he said recently, when asked of retirement plans. A man of few words, Schindele's expertise speaks for itself. He obtained his commercial pilot's license, along with some friends, while a high school student in his native Southern California. He joined the United States Marine Corps and fought in the Korean War, where his plane "caught quite a few bullet holes." He was discharged from the Marines in 1957 and after several years as a corporate pilot, he flew a water scooper in Alaska and later Montana - where he fell in love with the area - for the Bureau of Land Management. In 1984, he joined CDF and dedicated himself to dispatch region 307, based in Hollister. The base, established in 1962, is one of the most sought-after in the state thanks to its high call volume and varying landscape, from forest to desert to the beach. After returning to the base for two decades, Schindele earns high praise from his fellow air attack base crew. "It's amazing, because he's like a legend. He's the 'Big Dog'," said Capt. Jimmy Wilkins. "Imagine having someone in your office who's been there 30 years. "He entertains us, he has a big heart, he takes care of everybody." Schindele has also trained his fair share of younger pilots through the years, Wilkins said. When he does decide to retire Schindele will relinquish his plane's parking space, labeled No. 1, to pilot No. 2, Russ Looney, who has been in Hollister for three years. On a recent morning, Schindele returned his airtanker to the base after responding to a false alarm in Carmel Valley. He hopped out and topped off the fuel tank while another CDF crewmember re-filled his retardant supply. Pilots must dump 300 gallons of their load before landing, to meet the weight requirement. Schindele dresses casually in a pair of thick khakis, work boots, and a T-shirt, with his log book in the pocket. Once he's done fueling, a streak of brown across the tarmac means Lizzie, his 2-year- old miniature dachshund, is coming to meet him. "She's kind of the base mascot," Schindele said, scooping her up into his arms. The Hollister Air Attack Base houses an air attack plane - used to track fires from the air and coordinate air support - and a second airtanker. The three planes cover from near King City to Tracy, and from the San Joaquin Valley to the Monterey Bay. But the pilots can end up anywhere in the state, if support is needed. Schindele keeps a packed overnight bag in his plane because "you never know where you're going to end up." This is Schindele's second year flying his turbine-engine plane, which the CDF is using to replace the propeller-driven planes used since the 1970s. The S-2Ts are faster, safer, more maneuverable, and carry twice as much fire retardant. "It's the difference between day and night," Schindele said of the turbine engines. "These things are modern, high-tech. ... They're wonderful to fly, you can get into tight holes and you don't have to worry about getting out of them." Schindele said he knows 40 pilots who have died on the job when their older S-2A planes crashed. That fact doesn't worry him when he's in the air, he said, but it does make him "a little more cautious." At the end of the fire season in October, Schindele will pack up the 35-foot trailer in a Hollister recreational vehicle park he calls home while in California, put Lizzie in his pick-up, and take a road trip back to Montana. Once there, he'll enjoy a reunion with his third wife Phyllis, who he married six years ago. In the off-season, he sometimes pilots private charters or dusts crops. Lizzie likes to join him when he spends time outdoors, especially when he rides his snow-mobile. For all he's seen, home in Montana is Schindele's cloud nine. "It's beautiful country out there," he said. "I drive to Billings, it's 130 miles by highway. If you meet 10 cars, it's heavy traffic." VERN SCHINDELE As a young man growing up in Los Angeles California He grew up with only his mom and brother. His father a Naval Aviator fought at the battle of Midway and came up missing in action. He pursued his own dream of becoming a pilot and got his pilots license as a teenager. Once he got his commercial ticket he got a job ferrying new Piper Cubs from the factory in Florida to California. Not having much money he hopped from airport to airport and pea patch to farmer’s field sleeping in his sleeping bag under the night sky. Sometimes it got cold and sometimes it got wet but he loved it. He knew at a very young age that flying would be his life. Following in his father’s footsteps he applied for and was accepted in the Naval Air Cadet Program. Successful completion guaranteed him a commission and his Navy Wings. Failing that he would have had to serve four years as an enlisted sailor on some kind of a large boat. Maybe that is why after he graduated flight school he opted for a commission in the Marines instead of the Navy. The Korean War was just beginning. His first assignment was flying observation in bird dogs for I Corps. It was more than just a little bit dangerous. His plane was hit so many times by small arms fire on some missions he acquired the nick name of “magnet ass”. One of the highlights of his career was to serve as pilot for the legendary Commandant of the Marine Corps Louis B. “Chesty” Puller. More notably he routinely risked his life to fly spotter missions to call in naval gunfire to support the Marines fighting on the ground. Vern Schindelle witnessed the human wave attacks on the Marines at the Chosin Reservoir. He was one of the bird dog pilots that decimated those massed attacks by calling in airstrikes and Naval Gunfire on their positions. Those attacks greatly slowed the advancing Chinese and Korean troops. Vern’s airtanker career mirrored his service in the Marine Corps. He held the same high regard for Firefighters as he had for his Marines on the ground in combat. He flew the big TBM Avenger, the DC4, the PV-2 and scooped water on the Yukon River in Alaska with a PBY. He flew tankers in South America. Upon viewing a picture of an unmarked Skyraider with a note that said “somewhere over the camp” I asked him what it meant. Vern said “Shush, loose lips sink ships”. We know Vern as one of our very finest S-2 pilots. His skill was only exceeded by his modesty and good nature. Our Uncle Vern found a way to have fun every day of his life. Jim Barnes DATE: 01/02/09 SOURCE: Flight International Boeing considers restarting OV-10 production after 23-year hiatus By Stephen Trimble Boeing is considering the possibility of restarting production of the OV-10 Bronco turboprop, a Vietnam-era light attack and observation aircraft last produced in 1976. The company confirms that the OV-10 could be offered as either a light attack or intra- theatre light cargo aircraft for the US Air Force . The international market is also driving interest in the slow-flying aircraft, which blends some of the observational capabilities of a helicopter with the range of a fixed-wing aircraft. Boeing has cited recent USAF interest in acquiring a light attack aircraft as a possible reason to revive OV-10 production. Although known for its surveillance prowess, the OV-10 remains in combat service in four countries: Colombia, Indonesia, the Philippines and Venezuela, with a weapons load at least equivalent to the Bell AH-1 Cobra attack helicopter.
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