Puntzi Mountain, BC

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RCS: 1-AF-D2

Pinetree Project

Western Air Defense Force – Air Defense Command

Security Information

RCS: 1-AF-D2

Prepared for the 917^th AC&W Squadron
by
2^nd Lt. James A Browning Jr., and A/1C Stanley W Little

1 April 1953

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For the period covered by this history the mission of the 917^th has been the beneficial occupancy of site C-19, part of the Pinetree Project. The Squadron has fulfilled the mission by occupying site C-19, and preparing it for eventual inclusion in the radar net.

Primary operational section, during beneficial occupancy has been the Air Installations Section.

The 917^th Aircraft Control and Warning Squadron began this period with a strength of three (3) officers and forty-five (45) airmen. Under the command of Major John A Reding, A0 437983, the organization was building toward the strength recommended for beneficial occupancy of the site.

The organization was assigned to Western Air Defense Force and stationed at Geiger Field, Spokane, Washington. For administrative and logistical support the organization was attached to the 87^th Air Base Squadron.

The full strength, as recommended by Pinetree Project Office, was reached on 15 August 1952. The advance detachment of the Supply Officer and 14 airmen departed from Geiger Field on 1 September 1952.

On 20 October the base was inspected and partially accepted by a party representing the USAF, RCAF, and Central Housing and Mortgage Corporation (an agency of the Canadian Government), thus clearing the way for the remainder of the Squadron to be moved from Geiger Field to the site.

On 16 December 1952 the organization was assigned to 25^th Air Division (Defense).

Assignment and Utilization of Personnel:

On 1 July 1952 the 917^th Aircraft Control and Warning Squadron was nearly built up to total authorized strength, with 3 officers and 45 airmen assigned. The personnel were predominantly airmen with prior experience in the AC&W network of either the 25^th or 28^th Air Divisions (Defense). For the next two months there was considerable reshuffling of personnel in an effort to attain a maximum number of airmen with the experience in AC&W work, and airmen in general more compatible with the unique assignment of the organization. The specific purpose of this reshuffling process, was to attain radio men who had attended the Canadian Marconi Radio School in Montreal, and powermen who had attended the Vivien Diesel School in Vancouver. An effort was also made to secure airmen in the highest possible skill level in each career field.

On the 31^st of August the Squadron was lacking one airman of being at full strength, with 3 officers and 53 airmen assigned. Of these airmen, 6 were assigned by special authorization over and above that authorized normal AC&W units. Four were assigned as laborers to maintain the airstrip at the site; and Air Operations Specialist and an Aircraft and Engine Mechanic were also assigned.

On the 2^nd of September the advanced detachment of one officer and 14 airmen departed Geiger Field for Calgary, Alberta, where they picked up Squadron vehicles and some equipment from the RCAF Supply Depot. They then proceeded by convoy to the site. Of the 14, three were mess personnel, five transportation personnel, three were supply personnel and three air installations personnel. The officer, Captain Richard E Crabbe, was Supply, Mess and Transportation Officer. On the 3^rd of September, 2^nd Lt. John H Seerey Jr., Installation Engineer, departed Geiger field for the site. On the 28^th of September 2 radio mechanics and 2 operators departed for the site. On the 5^th of November the main body of personnel departed for the site.

Problems met in assignment and utilization of Personnel:

The first problem in the assignment and utilization of personnel resulted from the prolonged casual status of the Squadron while at Geiger Field. Only airmen in the Administrative, Supply, and Food Service sections could be utilized in their career fields. This negated an effort to establish an OJT program, a matter which caused considerable anxiety among the officers and airmen.

The second problem was training personnel to fill the specialized duties at the site. There were no firemen authorized at the site. Consequently a large portion of the squadron was directed to attend a course in fire fighting, conducted by the Geiger Field Fire Chief. The course was essentially directed toward familiarizing AC&W personnel with the problems which might confront them. A field trip was made to a nearby AC&W site at Colville, Washington, so that the personnel could actually see the fire fighting equipment similar to that which would be available at their own site.

Another problem was the need for trained Transportation Agents. This problem was taken care of by sending two airmen from the Supply Section to McChord Air Force Base TDY for a period of twenty days to receive a course of instruction in Commercial Transportation from the Commercial Transportation Office. This course also included some of the special problems which would be found in transportation between Canada and the United States.

At the site it was soon determined that The Air Installations Section was undermanned, particularly in the power and heat sections. This situation resulted in personnel from other sections being utilized to fill in until qualified personnel could be assigned.

Soon after the Squadron’s arrival at the site authorization was received for an Adjutant. The Adjutant, 2^nd Lt. James A Browning Jr., A0 20209 668, arrived at the site on the 24^th of November. There were no more authorizations for increase in strength for the year 1952.

Brief Summary of Personnel Action:

The squadron has been manned by airmen with a high degree of proficiency in their career fields. The main problems in the personnel situation are the needed load adjustment of the TOEE of the Squadron. It had become apparent that the TOEE for this Squadron was established for a beneficial occupancy squadron for the ZI. This problem has been brought to the attention of higher headquarters, and the necessary adjustments are being made. It is anticipated that in the near future all personnel will be satisfactorily assigned and utilized.

The 917^th AC&W Squadron, as of 15 December, is beginning to operate together as a team. The coordination and co-operation between sections is approaching the desired level, resulting in an ever increasing morale.

The opening of the beer tavern gave the troops a much needed diversion. The impending receipt of film and special services equipment is expected to complete this very necessary diversionary project. The lack of the aforementioned special services equipment is hard to counteract morale wise because of the isolated nature of this station.

Hunting – another morale booster – was the poorest in years in the Cariboo Territory this year due to the meagreness of the snow.

Dances, classes, sports programs and other Special Services activities are nearing completion of the planning stages and it is expected that morale in this organization will shortly be the highest in the Command.

The four men, 2 operators and 2 technicians, who made up the Communications Section arrived at this site on the 29^th of September. Their first duties were planning and preparing to set up a communications facility.

The SCR 399 Radio Set arrived on 28 October 1952. On 6 November with the arrival of tubes and other necessary parts, the equipment became operational and the 917^th was on the air. With the arrival of the first parts for the SCR 399 also came the MARS equipment containing a Collins transmitter and receiver.

During the month of November and December the unit was operational with the 25^th ADiv net. 174 messages were handled. While operating experiments were made as to the most suitable antenna; the half-wave doublet type produced the best results. During November and December no difficulty was had in making contact with any station. All messages handled were administrative in nature.

Arrangements were made on 20 November with the Communications Officer at RCAF #2 Supply Depot at Vancouver BC, to set up a net for handling traffic within Canada, including the various RCAF Supply Depots.

The MARS call sign (AK3AG) was assigned by joint agreement between the Federal Communications Commission (US) and the Department of Transport (Canada).

The major problems confronted by the Communications Section were: (1) Lack of spare parts. (2) Lack of catalogs. (3) Lack of adequate base telephone system. (a) The base was using both the Construction Company’s base line and a temporary field phone line. The Construction Company line is the property of the company and therefore is not of a permanent nature. The field phone is temporary and was set up as best it could with much of the necessary equipment lacking. The Commercial telephone with its location in the Commanding Officer’s office was at first an unofficial phone as no calls could be accepted unless they were prepaid and all outgoing calls had to be collect. This was later remedied with the institution of billing to the organization by the telephone company.

Starting with 6 vehicles picked up at RCAF #11 Supply Depot, Calgary, Alberta, the Transportation Section began its part in the mission of this unit. At Calgary the men of the advance detachment received limited housekeeping supplies and other equipment and drove to the site.

Problems confronted in the performance of the mission of the Transportation Section were:

Lack of proper tools to perform base maintenance of vehicles and lack of special tools for working on heavy equipment. (a) Because of the isolated nature of this base it is impracticable to send equipment away to perform maintenance which the section is fully qualified to perform, but not equipped.

Lack of proper replacement parts.

Lack of proper type vehicles and equipment such as road grader, 4 wheel drive, snow type.

Lack of space in motor pool. (a) Winter storage space for vehicles on account of extreme cold, is needed. (b) Storage of tools and parts is in one small room in building. Because of the many materials stored in this space, proper security is not available. (c) Proper storage of inflammable paints, solvents and lubricants is lacking.

Hazardous road conditions existed in this area for most of the year. (a) The Chilcotin Road running between this site and Williams Lake is 120 miles of hills, ruts, slides, twists and bumps. (b)The roads on the site are kept clear by the motor pool using both a Sicard "Snowmaster" blower and an Oshkosh 6x6 with blade. The roads themselves, especially the 7 mile road to the operations area on top of the hill need the greatest care in driving on the part of the driver.

Officially opening on 14 November 1952, the dispensary under the supervision of M/Sgt. Henry T Chamberlain began a comprehensive program of preventative medicine and treatments. Knowing his capabilities and limitations of his duties as a medical service supervisor, M/Sgt. Chamberlain contacted physicians in Williams Lake and discussed their availability for treating emergency cases when necessary.

A program of medical checks, such as chlorine residual tests, sanitary inspections of the base, and ration inspection was instituted.

With the exception of blank forms, weapons and ammunition, all supplies were requisitioned through the RCAF. Organizational issue other than clothing is supplied through RCAF channels.

Accountability of properties is governed by Air Defense Command Property Accountability Office in Ottawa, Ontario (AF 494 SO). Properties are received from RCAF depots on a reimbursable basis, and accountability is assumed by the USAF. The RCAF is reimbursed for the properties through an agreement made in conjunction with Pinetree Project Office.

Maintenance of the base as well as supplying the power, water, and heat is the primary function of the Installations Section.

Under the supervision of 2^nd Lt. John H Seerey Jr., the section carried on a comprehensive program of maintenance of the facilities as well as construction of various items needed.

Some major problems were:

Lack of sufficient materials for construction (lumber etc.)

Lack of spare parts for power, heat and water systems. (a) In the extreme cold, such as experienced at this station, the failure of any of the above three facilities would seriously impair operations. The power system broke down twice before the unit moved to the site, during warm weather, but has not broken down since. The power system is made up of 3 Vivien 9 x 12, 8 cylinder diesels with 250 kw English Electric generators with a 2360 volt output. The Steam plant consists of two 100 hp Volcano Steam Generators which use 575 volt 3 phase power. Thus, if the power fails, the steam fails because no provisions have been made for auxiliary power for the steam plant.

The installation itself:

Though still under construction at the end of this reporting period, the installation was virtually complete.

The buildings of the Domestic living area are as follows: (a) The officers quarters, Building #3, two story, frame constructed, 100’ 8" x 32’ 0". This building is divided into twelve units, each unit having a bedroom, sitting room and bath. These quarters will accommodate a maximum of 24 officers. (b) Building #4 and #5 are classified as NCO quarters. These two barracks are of two story frame construction, 62" 8" x 29" 4". These buildings are divided into 8 two-man rooms, and 4 one-man rooms, with latrine facilities on each floor. These barracks accommodate 20 men. (c) Building #6 is classed as Airmen’s barracks. Two story frame constructed 62’ 8" x 29’ 4". The building is divided into 8 three-man rooms and 4 one-man rooms making a maximum accommodation of 28 men. Latrine facilities are located on each floor. (d) Building #7 is classed as Airmen’s barracks, two story frame construction. 97’ 4" x 29’ 4". This barracks is divided into 16 three-man rooms and 4 one-man rooms making total accommodations for 52 men. Latrines facilities are located on each floor. (e) Building #2, combined mess hall, accommodates dining hall and recreation for officer’s, NCO’s, and airmen. The rear wing of the building consists of kitchen, storage and refrigeration facilities. (f) Building #8 is the administration and supply building. This building is occupied by the orderly room and Squadron Supply. (g) Building #9 is the Motor Pool. This building accommodates four vehicles. (h) Building #14 is the station pump house, where the water supply is pumped, pressurized and distributed to the Domestic living area. (i) Building #12 is the guard house at the main gate. It contains 2 confinement cells, office and latrine. (j) Additional temporary frame buildings have been acquired in the domestic living area. Of these the following facilities are provided for: (1) AIO office, (2) AIO Supply, (3) AIO Shops, (4) Base theater, (5) Supply storage, (6) Motor Pool storage, and (7) Guest Cottage.

The buildings of the operations area are as follows:

(a) Building #1, the operations building is of one story, concrete block construction. (b) The Power House is building #10, steel girder construction, with transite siding. (c) Tower #1 is of concrete block construction, with steel girder framing, and Q panel siding. (d) Towers #2 and #3 are of steel girder construction with Q panel siding.

The Transmitter and Receiver sites are of concrete block construction.

General:

The majority of these permanent buildings #1 to #10, as well as #12, #14, #18 and #20 have asphalt tile floors, asbestos shingle siding, consolidated tar and gravel roofs, and are painted with flat pastel colors.

Other construction at this site is as follows:

The airstrip is of asphalt construction and is 6,000’ long and 200’ wide.

Approximately 10 miles of roads have been constructed: (1) Cantonment to operations, 39,000’ (asphalt treated), (2) Access to airstrip, 13,000’ (asphalt treated), (3) Access within operations, 1,000’ (asphalt treated), (4) Access within cantonment, 1,400’ (asphalt treated), (5) Access to transmitter site, 6,600’ (stabilized gravel), (6) Access to receiver site, 8,000’ (stabilized gravel)