On the cover: U.S. Air Force Senior Airman Ian Vanvranken, crew chief with the 177th Fighter of the New Jersey Air National Guard, marshals an F-16C Fighting Falcon to its parking spot at the Atlantic City Air National Guard Base in Egg Harbor Township, N.J. on Jan. 29, 2016. The F-16 pilot, Capt. Michael Gallinoto, just completed his final flight with the unit. (U.S. Air National Guard photo by Master Sgt. Andrew J. Moseley/Released)

FEBRUARY 2016, VOL. 50 NO. 2

THE CONTRAIL STAFF

177TH FW COMMANDER COL . JOHN R. DiDONNA CHIEF, PUBLIC AFFAIRS CAPT. AMANDA BATIZ EDITOR/SUPERINTENDENT, PUBLIC AFFAIRS MASTER SGT. ANDREW J. MOSELEY PHOTOJOURNALIST TECH. SGT. ANDREW J. MERLOCK

PHOTOJOURNALIST SENIOR AIRMAN SHANE S. KARP

AVIATION HISTORIAN DR. RICHARD PORCELLI

WWW.177FW.ANG.AF.MIL

This funded newspaper is an authorized monthly publication for members of the U.S. Military Services. Contents of The Contrail are not necessarily the official view of, or endorsed by, the 177th Fighter Wing, the U.S. Government, the Department of Defense or the Depart- On desktop computers, click For back issues of The Contrail, ment of the Air Force. The editorial content is edited, prepared, and provided by the Public Affairs Office of the 177th Fighter Wing. All Ctrl+L for full screen. On mobile, and other multimedia products photographs are Air Force photographs unless otherwise indicated. tablet, or touch screen device, from the 177th Fighter Wing, tap or swipe to flip the page. please visit us at DVIDS! “Capability” is the extent of someone’s or Lets' explore a short list of how to excel in all areas something’s ability. Are you capable of per- discussed: EO based on FMCP forming the tasks of your assigned position, 1. Take initiative and explore better ways to do your duties and responsibilities? Are you able to by Lt. Col. Diana Brown, Mission Support Group Commander job do your job? If the answer is no, why not? Have you discussed the limitations you 2. Team effort is best accomplished with good com- In keeping with these principles, we want to have with your supervisor, Chief, First Ser- munication develop our Airman. All service members are geant or Commander? If not, you need 3. Maintain and demonstrate a positive attitude afforded equal opportunity in an environment to. Allow them to assist you in your efforts to free from harassment and unlawful discrimi- become capable. 4. Act professionally in all situations nation on the basis of race, color, national “Performance” is the action or process of car- 5. Give 100% from the minute you start working un- origin, religion, sex, or sexual orientation. Ser- rying out or accomplishing an action, task or til you leave at night vice member promotions, awards and promo- function. Are you performing your job? Are tion potential are evaluated solely based on 6. Learn how to handle constructive criticism you being a productive member of your flight/ their individual Fitness, Merit, Capability, and squadron/work center? Are you giving 100% 7. Be a problem solver Performance – FMCP (an easy way to remem- every time you come to drill? Do you know ber the FMCP acronym – Fully Mission Capa- 8. Single task. Multi-tasking slows you what your responsibilities are, and are you ble Personnel). So, what does the concept of down, increases stress and causes mistakes meeting and exceeding defined standards? FMCP really mean? 9. Organize and prioritize: identify the top two criti-

The definition of “Fitness” is the condition of cal projects being physically fit and healthy, being suitable 10. Aim for clarity and ask if you aren't totally sure to fulfill a particular role or task. Fitness for

duty is holistic. It includes mental, physical 11. Keep a journal of your professional and personal and emotional health. Fitness is not just development passing the annual Fitness Assessment, alt- 12. Passion for what you do is the most important Subject: You’ve heard Confucius say, hough that is a mandatory requirement for way to succeed: love your work “Choose a job you love, and you will never promotion/AGR tours/reassignment potential, have to work a day in your life.” 13. Write a capability statement unique to your job etc. As a member of the Armed forces, you description Approximately 1.4 million people serve in have an obligation to perform at peak profi- 14. Schedule a fitness program and demonstrate to the U.S. armed forces; that equates to ciency. It’s an inherent responsibly to take roughly 0.4% of the American population. care of yourself so you can take care of your yourself the discipline to maintain the effort responsibilities. We are an elite group of people with com- mon goals. Our goals are to meet the AF “Merit” means quality of being particularly In summary, Fitness is the ability to be physi- We are an all-volunteer force. Each and every one of Mission to Fly, Fight and Win in Air, Space good or worthy, especially so as to deserve cally/mentally fit and healthy. Mer- you who are reading this and who are members of and Cyberspace. Our unit mission is to praise or reward, excellence, quality, caliber, it involves getting a raise or promotion based this Wing serve here of your own volition. 177 FW “Provide Highly Qualified/Combat-Ready worth. You’ve heard the saying “quality over on past performance and future poten- Leadership/Supervisors/Wingmen are here to sup- Citizen Airmen, Mission-capable / quantity”; so in everything you do, you need tial. The five key areas of capability are Core port your goals, we are here to meet our mission and Equipment to Support National and State to strive for quality competencies; Past performance; Differentia- we must support you. It won’t be easy, but as Tom Objectives”. So, how are we going to do and excellence. “Excellence” is an Air Force, tors; Data and Contact information. Perfor- Hanks said in A League of Their Own… “It’s supposed that? We follow our vision statement “From and therefore our, Core Val- mance is based on Knowledge of work; Quali- to be hard. If it wasn’t hard, everyone would be do- the Home Front to the Front Lines, Commu- ue. Consideration for a job/promotion/etc. ty of work; Situational Responsiveness and ing it, the hard makes it great!" nity-based, Professional Airmen, working as when measuring merit includes consistently Dependability. One Team, delivering State, National, & trying to perform all of your duties with excel- Global impact as Full Partners in the Total lence. Force”. ESCAPE to a safe location that provides protection from small arms fire, even if it’s a nearby building. When safe, notify first responders and provide the location, number of shooters, de- ACTIVE SHOOTER AWARENESS: 3 options to live scription of shooters, type of weapons and number of poten- tial victims. Above all else, stay under cover.

Article by Chief Master Sgt. Mike Allen, 177th Fighter Wing Security Forces Squadron, photos by MSgt. Andrew Moseley 177th FW/PA BARRICADE is not another word for hiding. It is affirmative steps to delay or deter a shooter from entering a room. Re- member, in most active shooter incidents, time is on your An active shooter is a national epidemic and is When you hear the order LOCK DOWN, follow your Consider all points of egress, but do a little pre- th side. Close and lock doors and move heavy objects to barri- considered the number one threat to the 177 procedures and proceed to a safe room. But, if planning in your workstation. If you have a means to cade the door. Sometimes barricading a door is not possible, Fighter Wing. Some statistics estimate in 2015 you’re directly confronted with a shooter and an es- escape, DO IT regardless if others agree to follow and such as when doors open out from the room you are in. In alone, over 380 Americans were killed in about cape route is available, use it. All options are on the don’t waste precious time gathering belongings like this case use objects in the room to create obstacles to slow 294 mass shootings. Another sobering thought… table; consider windows, doors, or roof hatches. jackets or backpacks. down or block the view of the shooter. Turn lights off, silence according to the FBI, an average active shooter cell phones and limit movement. Don’t even whisper, unless incident lasts 12 minutes and 37% of these inci- absolutely necessary. dents last less than 5 minutes; 43% of the time, the event is over before law enforcement arrives. Individual action is the key to survival and accord- FIGHT if you must and if it offers the best chance for survival. Violence of action is key in this situation. If you are unarmed, ing to AFTTP 3-4.6, Active Shooter, you have three options to live; ESCAPE, BARRICADE or FIGHT. use improvised weapons, such as scissors, fire extinguishers, But before all that, you must be prepared to re- and/or anything heavy. Try to coordinate an attack with an- ceive an alert. other airman by throwing things at the shooter’s to distract and flank them out. Most importantly, if fighting is your only Active shooter incidents occur without warning. option, COMMIT to the fight; nothing is foul play when you As these incidents unfold rapidly, it is important are trying to survive. Groin strikes and biting are not taboo that you receive and follow instructions an- when confronted by an active shooter. If you are able to sub- nounced through the Command Post. Emergency due the shooter, take the weapon, make sure it’s loaded and Mass Notification Systems are in place and it is a functioning. Be prepared to use it or give it someone who layered approach. Among one of those is Desk will. Top Alert. Believe it or not, it’s designed to do much more than pop-up weather advisories on your computer. That is why it is important for Rest assured, Security Forces is well trained and equipped to everyone to update personal cell phone and respond to an active shooter, but it is up to you to buy the emails registered in Desk Top Alert. Most of us time needed for survival. Pre-planning and practicing these today carry our cell phones with us everywhere tips will help you survive an active shooter incident. When a we go. So if your not at your computer, the Com- lock down order is announced, remember these three words, mand Post will be able to immediately advise you escape, barricade or fight. to take action during an active shooter incident. If you get a text message that says LOCK DOWN; know what to do. Story by Dr. Richard V. Porcelli

Background The F-106A Delta Dart – The Ultimate Interceptor As reported in the last issue of The Contrail the 119th Tactical Fighter Squadron flew the Re- public F-105B Thunderchief for a relatively short time, from 1970 to 1973. The subsequent Part 1: The transition saw a drastic change in the 119th’s mission, assignment and equipment. Before relating the details of the F-106 Delta Dart’s years with the New Jersey Air National Guard, it is important to review the interesting but tortuous development history of this remarkable aircraft. Of all the “Century Series” of USAF fighters (F-100, F-101, F-102, F-104, F105 and F-106), the F-106A was built in fewer numbers. Yet its mystique surpasses all others, as does it spectacu- lar appearance in flight and on the ground. It also had a longer operational history than its stable mates. It was developed as a pure interceptor (the last ever built for the USAF), with weapons hidden within a weapons bay, giving it an amazingly clean and sleek appearance even when carrying external fuel tanks. It was designed for one thing – shooting down in- truding enemy aircraft, with no compromises to give it a strike, reconnaissance or any other function. And it did it exceedingly well, justifying its description as the “Ultimate Intercep- tor.”

The origins of the F-106A go back to the years following World War II, which could be charac- terized as the most exciting and at the same time the most challenging for American producers. It was a period of rapid advances in aerodynamic design, often stymied by the inability of the early turbojets to provide sufficient thrust and reliability. Furthermore, as speed increased, the impact of previously not encountered aerodynamic forces and effects provided a further challenge. During WWII, the US Army Air Force (USAAF) recognized the need for an advanced, pure air- to-air weapons system capable of facing the threat of long-range Russian bombers (amazing, since despite at that time Russia was our ally in the war against Nazi Germany!). The USAAF foresaw a design that integrated airframe, missiles, fire control system and ground con- trolled intercepts. In August 1945 the USAAF issued a request for proposals for a supersonic interceptor capable of reaching 700 mph at 50,000 feet within 4 minutes of takeoff. Among the many companies submitting bids, Consolidated Vultee (Convair) was one of the more advanced designs. The swept-wing, V-tail design powered by four rocket motors, along with a meager 1,560 pounds thrust Westinghouse turbojet looked good on paper, but wind tun- nel testing showed severe stability problems. Due to the post-war period of cutbacks in de- TH Starting in late 1972 the 119 Fighter Squadron transitioned from the F-105B fense spending, the Air Force cancelled the request for proposals. fighter-bomber to the F-106A interceptor (NJANG photo via Don Spering) ed the delta concept for use in its Mirage family of high perfor- Messerschmitt Me-163 rocket powered interceptor was a tail-less aircraft designed by Another Lippisch design, mance fighters and bombers. ’s Saab also used the delta Dr. Prof. Lippisch; it saw limited service at the end of WWII (USAF photo) Project 13A, was for a wing concept in its Draken fighter. Today’s fourth generation fight- 1,000 mph ramjet pow- ers, including Europe’s Eurofighter/Typhoon, Dassault Rafael and ered fighter. Wind tunnel Saab JS39 Gripen, are direct descendants of the delta wing, but with testing in Germany indicat- front canards added for greater maneuverability. ed stability up to Mach 2.6. Due to wartime shortages of gasoline and kerosene, the design was based on the use of finely pulverized coal as the fuel! A rotating Lippisch P13A tail-less, delta wing glider was the basis of Convair’s mesh drum containing coal delta wing fighters. (luftwaffe46 website) was located in front of the Equipped with a 4200-pound thrust Allison J-33 engine, the XF- ramjet engine’s inlet, and 92A was first flown on 6 June 1948 from Muroc Dry Lake (later once ignited by bottled to become Edwards AFB). After about 20 hours to flight time by natural gas, would contin- Convair pilots, the aircraft was turned over to the USAAF; it was ue combustion in the ram- assigned to test pilots Frank Everest and Chuck Yeager. On his jet engine. Takeoff and second flight, Yeager managed to reach Mach 1.05 for a brief acceleration to ramjet sustaining airspeed was accom- time. On landing approach, he found he could raise the nose up The Origins Of The Delta Wing plished by either a booster rocket or a piggyback ride on a to 45 degrees of pitch without an aerodynamic , with con- Convair continued to work on the high per- “mother” aircraft. The tiny tail-less, delta wing design also trolled flight as slow as 67 mph, almost 100 mph slower than An early Convair design developed from the Lippisch delta concept is shown formance interceptor concept; their new featured the cockpit embedded into a vertical stabilizer fin. Convair had calculated! In 1951 a more powerful (7,500 in the XP-92 mockup, with the radial cockpit mounted within the engine design relied heavily on research performed Although the coal-fired ramjet was in fact tested success- pounds thrust) turbojet was fitted, but overall performance was inlet! (USAF photo) by German designer Dr. Prof. Alexander Lip- fully, a glider test version of the design was still under con- not changed drastically. As a prototype fighter-interceptor the The 1954 Ultimate Interceptor Competition pisch. The postwar Operation “Paperclip” struction when the war ended. XF-92A proved to be a disappointment, failing to even come In January 1949 the Army Air Force issued an Advanced Develop- was the capture of all sorts of German tech- close to design predictions for speed and ceiling, which turned The Convair XF-92A, The “Daddy” Of All Deltas ment Objective [ADO] for an advanced interceptor system, dubbed nical data, weapons designs, entire aircraft out to be highly unrealistic. In 1953 the XF-92A was then “1954 Ultimate Interceptor.” The name indicated the year the inter- and rockets and even scientists/engineers. After the war, Dr. Lippisch (and his near-complete test glid- turned over to NACA where Scott Crossfield conducted a fur- ceptor system was to be operational. Recent intelligence warnings In that “treasure trove” of information was er) immigrated to the US. NACA (the predecessor of NASA) ther series of flights exploring the handling properties of delta about mounting Soviet capabilities and growth limits on the inter- ceptors then under development (the North American F-86D Sabre the work of Dr. Lippisch, who starting in the sponsored continued testing, resulting in a drastic change . The test pilots really did not like the aircraft, with Yeager 1930s experimented with tailless, delta in the original design to a point it was barely recognizable. Dog; Northrop F-89 Scorpion and F-94 Lockheed Starfire) spurred saying it was “a tricky plane to fly”, and Crossfield commenting the Air Force interest in this ADO. Based on the increasing complex- winged gliders. One of these design be- Convair used this highly modified P13A aerodynamic design “nobody wants to fly the XF-92; there was no lineup of pilots for ity of weapons, this ADO departed from previous procurement pro- came the rocket powered Messerschmitt to develop a new experimental interceptor, their Model that and it was a miserable flying, underpowered cedures of isolated and compartmentalized development of compo- Me-163 Comet point-defense interceptor. 7002 that became known as the XF-92A. They tested a beast.” But the test flights did help gain knowledge about delta nents. It decided this advanced interceptor should be developed as a Weapons System Concept integrating airframe, engines, arma- Although too late to influence the war’s out- number of propulsion and airframe variants and settled on wing designs, that would be valuable information in the devel- come, in combat against massed Eight Air 60-degree leading edge sweep delta wing and an unfortu- ment and electronics into one package. A request for proposals of opment of the subsequent Convair F-102 Delta Dagger and F- the new interceptor, Project MX-1554, issued 18 June Force B-17 and B-24 bomber formations it nately anemic afterburning turbojet engine. 106 Delta Dart fighters, and their B-58 Hustler supersonic 1950, called for an airframe capable of greater than Mach1 proved to be a potent foe. bomber. French aircraft producer Marcel Dassault later adopt- speed at greater than 50,000 feet altitude with an opera- tional date of 1954. Just three months later, Hughes Aircraft Company was awarded a contract true “Ultimate Interceptor”, which would feature a more advanced engine, more stream- The solution was a drastic redesign of the F-102A while initial production for Project MX-1179, the Electronic Control System [ECS] around which the lined fuselage and full MX-1179 ECS, but retaining the same delta wing design of the F- was underway. The key was to employ what the aeronautical engineers MX-1554 airframe would be built. Hughes’ advantageous position was based 102A. This next fighter was initially called the- F 102B, but would in 1956 become the F- referred to as “Whitcomb ” (named after NACA scientist Rich- on their work, dating from 1946, on radar-based gunfire control systems for 106A, the main subject of this story. But that was a few years away. ard T. Whitcomb), which required the adjustment of the cross-sectional the F-86A Sabre and F-94A Starfire. Meanwhile, high drag of the F-102A was predicted, but prior to the first test area along the fuselage body to minimize transonic and supersonic drag. On 1 January 1951 six contractors submitted nine airframe bids: Republic (3 flights, Convair refused to believe how bad the situation actually was. It was not until flight In practice, this was achieved by indenting the bulky fuselage to a “coke- proposals), North American (2), Lockheed, Chance Vought, Douglas and Con- test (the first flight of the YF-102A in October 1953) that Convair realized how bad a per- bottle” or “wasp waist” configuration. At the same time, early testing vair (one each). On 2 July 1951 three firms (Convair, Republic and Lockheed) former the prototype was, with drag limiting maximum speed to Mach 0.98 with a maxi- showed the need for a major wing redesign with cambered leading edg- were selected to build mockups leading to the determination of the ultimate mum ceiling of only 48,000 feet. The performance was so poor that there was a danger es; reflex (twisted) wingtips; rearward relocation of the wing; relocation winner. But shortly thereafter, funding issues forced the Air Force to cancel than the Air Force would cancel the entire program. and extension of the vertical tail; and a 7 foot extension of the fuselage the Lockheed contract, leaving just the Convair and Republic entries. length. The Convair F-102A And Its Difficult Development Program In September 1951 the Air Force awarded a Letter Contract [LC] for the Con- vair design, powered by an interim Westinghouse J-40 turbojet, while awaiting development of the higher power Wright -J 67 engine (a license built version of the Rolls Royce Olympus engine). Performance requirements for the MX-1554/J-40 combination were set at Mach 1.88 with a 56,500-foot ceiling. The subsequent MX-1554/J-67 combination, given the -F 102A desig- nation by the Air Force, would include the Hughes MX-1179 ECS with perfor- mance of Mach 1.93 at 62,000 feet. It would also be known as the “1954 Ul- timate Interceptor” as explained above. The contract followed the Cook- Craigie Plan for simultaneous testing and early production, with changes de- termined by flight test incorporated into subsequent production blocks. As an interesting side story, the development of Republic’s proposal, the XF- 103 Thunderceptor, which featured an advanced aerodynamic design and construction entirely of titanium, was also funded. Republic received funding for three aircraft, which was later reduced to just one prototype. The Repub- lic design incorporated many advanced features and technologies that had not yet been developed. Ultimately, problems with engine development as well as titanium fabrication issues led the Air Force to cancel the Republic project in 1957. Convair got a development contract for the J-40 powered F-102A, with the goal of eventually substituting the new (but still under development) 10,000- pound thrust Pratt & Whitney -J 57 turbojet. But as the design phase contin- ued, it became apparent that the aircraft was overweight and underpowered. Also the MX-1179 ECS was well behind schedule and also terribly over weight. Wind tunnel testing also projected performance falling far short of requirements. At this stage, the Air Force recognized that at best, the F-102A would only be an interim solution to the need for a high performance interceptor. Simulta- neous with the continued development of the -F 102A, now minus the MX- 1179 ECS, Convair was charged with the development of its replacement, the Convair’s XF-92A prototype for a delta wing fighter was a disappointment but did provide valuable data for future delta wing aircraft. (USAF photo) Convair’s XF-92A prototype (NASA photo) aircraft. (USAF

This fundamental design change threw a veritable “monkey wrench” into the Cook-Cragie Plan, which included early tooling. With the redesign of the F-102A, of the 30,000 fabri- cation tools purchased for the production line, more than 20,000 had to be discarded and replaced. The highly modified, J-57 powered first production F-102A, called the “hot rod” to contrast it with the two, underper- forming unmodified YF-102A prototypes, achieved the de- sired performance of Mach 1.22 and 53,000 foot ceiling. It entered service in April 1956, 10 years after its predecessor XF-92A’s first flight. Armament was a combination of 6 Fal- con air-to-air missiles and 24 2.75-inch or 2-inch unguided rockets. A total of 889 single-seat F-102As plus 111 TF-102A two-seat trainers were built between June 1953 and Septem- ber 1958. The F-102A Delta Dagger stayed in Air Force in- ventory (Air Defense Command, Pacific Air Forces and US Air Forces Europe) until 1970 and then served with the Air Na- tional Guard (23 ANG squadrons at its peak) until 1976. As indicated above, during the 1952 – 1955 period as work continued on developing and producing the F-102A, which had then been given the name Delta Dagger, it was increas- ingly apparent that it would never achieve the performance set for the “Ultimate Interceptor.” Comparison of F-102A before (left) and after (right) “area rule” modification; note the narrow canopy and pinched waist on the modified version (USAF photo) Although the development problems of the F-102A caused a severe drain on funding, work continued on the improved version, the F-102B. It would be equipped with the MX-1179 ECS (later the MA-1 Automatic Weapon Control System), which had been deleted from the F-102A due to development delays, and powered by the Wright J-67 turbojet. As further testing of the revised F-102A showed more promising results, a production contract was granted which included 749 A models and only 17 B models.

The Convair F-102B A mockup inspection of the F-102B was successfully competed in December 1955, which included a proposed cockpit arrangement featuring the Hughes MA-1 fire con- trol system and advanced instrument displays. On 28 September 1956 the Air Force issued its initial requirements for the F-102B in- cluding the capability of intercepting and destroying hostile “vehicles” under all weather conditions at altitudes as high as 70,000 feet and with a combat radius of 375 miles. Intercepts would be accomplished at speeds up to Mach 2 at 35,000 feet, and be, in the words of the documentation, “under automatic guidance provided by the The F-102A became operational with the ADC in April 1956; the 332nd FIS at McGuire AFB received their Delta Daggers, one shown here, in 1957. (USAF photo) ground environment and the aircrafts fire control system.” In other words, the F-102B would be an integral part of the SAGE (Semi-Automatic Ground Environment) com- mand-control-communications [C3] system just being deployed. Armament, initially, was similar to the F-102A and based on nuclear tipped guided missiles and rockets. The new target date for initial operational capability was moved back to 1958, four years later than the original “1954 Ultimate Interceptor” program. The proposed F-102B was to be equipped with the Wright j-67 engine, but the prob- lematic development of that engine forced the Air Force to consider a different en- gine. Therefore, it was powered with the even more potent Pratt & Whitney J75 tur- bojet, itself an advanced and improved version of the dependable and widely used J- 57, which powered the production F-102A along with the F-100 Super Sabre, F8U Cru- sader, B-52 Stratofortress, KC-135 Stratotanker and others. Convair test flew the prototype F-102B (56-0451), an aerodynamic test bed, for the first time on 26 December 1956, 38 months later than the F-102A made its first flight. A second F-102B prototype (56-0452), equipped with a full set of electronic equip- ment, flew two months later. The important point to recognize is the continued devel- opment of the F-102A and the initial testing of the F-102B were taking place at the same time. This overlap of the two programs would cause problems, as we will see in Part 2 of this article in the next issue of the Contrail.

The F-102B prototype; note the “FC” buzz number. (USAF photo) As we remember our great Presidential leaders this month on Presidents Day, consider the following quote: “Remember the difference between a boss and a leader…. A boss says "Go!" A leader says "Let's go!" ~E.M. Kelly

When we think of our first President George Washington and our 16th President Abra- ham Lincoln we ask the following question. What makes a true leader has always fasci- nated me? I have noticed that it is both a combination of their leadership style in which they lead and their ability to maximize the potential of those around them? In the military organization one can have both traits and neither of them and still be called a leader or a boss.

I remember that one of my supervisors, when I was in the Air Guard Medical Group used Good leaders have the ability to “paint the big picture,” and provide a rewarding vision. to say: “a leader leads by example.” How true this was when I was in both The Marine They motivate others to embrace the vision and in turn, become more productive than Corps and the Air National Guard. I think each one of us is a leader at some point in time if they just performed routine job requirements. and almost everywhere. We all can set an example. You do not have to have a title; be Good Air Guard leaders command confidence and trust, not by demanding but by en- a Senior NCO; or an Officer or to be considered one. You simply need to influence those couraging. Even in the face of seemingly insurmountable odds, an effective leader will around you. When you speak do people listen? What example do you set? More im- tell you “don’t give up but to keep fighting.” Consider, isn’t that what we are called to do portantly, what example do you want to set? every day at work and at home. Ask yourself, if you have these Leadership qualities, which include humility, integrity, fair- If you have any questions or want to discuss your leadership definition, or simply want ness, assertiveness, and dedication? Good leaders encourage others to share their ide- a FREE CONFIDENTIAL APPOINTMENT, come on over to Building 229 (Next to the as and opinions without fear of reprisal. They are in touch with their emotional, mental, Gym) or contact me at 609-761-6871 / 609-289-6713 or [email protected]. and physical needs and those around them. They realize the mission is not about one individual but the whole. Good leaders give credit where credit is due with words and ac- tions of appreciation as part of their daily routine. They laugh often, listen always, and learn from others. The political scene is heating up. What are the dos and don'ts for Airmen on social media? Find out in this video: https://www.youtube.com/watch?v=4Vsx-xYT9YU For more awards photos, check out the 177th Fighter Wing Facebook page!

From left, U. S. Air Force Col. John (Jack) O’Connell, USAFE JA, helps change the epaulets The Boys Scouts of America, Jersey Shore Council, donated popcorn to the on Lt Col Daniel Mitola, 177th FW JAG, to Colonel while Mitola’s uncle, Chief Master Sgt. 177th Fighter Wing. During their annual fundraising drive, patrons Ron Poserina (Ret.) helps on Jan. 10, 2016. ANG/Master Sgt. Andrew Moseley purchased popcorn for troops and it was delivered on 1/12/16 by John Brilla, District Director. ANG/Master Sgt. Andrew Moseley

U.S. Air Force Capt. Michael Gallinoto taxis his F-16C Fighting Falcon to its From right, U.S. Air Force Tech. Sgt. Wayne Kenney and Senior Airman Michael Calabrese, parking spot after his fini flight at the Atlantic City Air National Guard Base in electrical-environmental personnel from the New Jersey Air National Guard's 177th Fighter Egg Harbor Township, N.J. on Jan. 29, 2016 as Maj. David Still looks on. ANG/ Wing, inspect the solder joint on the nose wheel steering electronics of an F-16 Fighting Falcon on Jan. 10, 2016. ANG/Master Sgt. Andrew Moseley Master Sgt. Andrew Moseley Final Photo DFT to England

Members of the 177th Force Support Squadron augmented the 100th Force Support Squadron, RAF Mildenhall, from 12-31 Jan 2016. Services provided were Meal Preparation in the DFAC, Gym Facility Support, SPEK Training and Military Personnel Section Training. 177th FSS members also supported base ops during CMSAF Cody's visit and a Personnel Deployment Function sending 50+ Wing Members to Moron AB, Spain. (Courtesy Photo)