Resolution Island, NWT

1 October 1958 - 31 December 1958

Prepared for the Historical Office
64^th Air Division (Defense)

Gary P Reese, 1st Lt., USAF, Historical Officer
Jones F Webb, Major, USAF, Commander

The primary mission of the 920^th Aircraft Control and Warning Squadron is to provide surveillance of assigned area of responsibility.

The secondary mission of the 920^th Aircraft Control and Warning Squadron is to provide navigational assistance for friendly aircraft lost or in distress within the squadron’s radar communications coverage.

Squadron personnel strength remained at nearly an even level during this three-month reporting period. Officer gains and losses were even with one (1) in each category. 2^nd Lt. Jon G Worms was transferred to the Plans and Programming Section of the Installations Office at 64^th Air Division Headquarters, Pepperrell AFB, Newfoundland. Gained by the unit was Captain Franklin K Brown, Radar Maintenance Officer, transferred from Las Cruces Air Force Station, New Mexico. Twenty-six (26) airmen were lost to the squadron and twenty-one (21) gained during the same period.

The unit manning strength of the organization as of the first day of each month is shown in the table below:

The following figures represent the officers and airmen present for duty as of the last day of each month of the reporting period.

Thus, on an average overall basis for this reporting period, the squadron had an average of nine (9) officers and ninety-six (96) airmen. The average total assigned personnel in the squadron was one hundred and five (105).

A large backlog of personnel built up at Frobisher Bay during the months of November and December. This was caused by the large number of TDY personnel who were returning coupled with PCS personnel awaiting transportation to Resolution. During their stay at Frobisher, the majority of these people were housed at the 926^th AC&W Squadron, causing a severe shortage of accommodations at this organization. It was suggested that this problem could be alleviated by holding these people at Goose AB until word was received that they could be accommodated at Frobisher.

A large backlog of cargo, including BX supplies, supply items, and Motor Pool special requisitions, accumulated at Frobisher during this time due to unfavorable weather conditions which limited the number of flights which the De Havilland support aircraft could make to this station. The back-log is estimated to be between 12,000 and 16,000 pounds. However, a five day sequence of good weather at the end of December aided greatly in reducing this backlog.

The following is a summary of the flights made during each of the three months of the reporting period and the payload carried:

The Administration Section has recently been engaged drafting squadron regulations and SOP’s for all sections of the site. These directives were sadly lacking at the time of arrival of the present Administration Section staff. It is anticipated that the publication of these directives will remedy the confusion and lack of knowledge which has hitherto existed with regard to section and unit procedures.

An abandoned dining hall at the lower camp has recently been converted into a gymnasium as a volunteer work project. An intramural basketball league has been set up and is presently in progress. This has been a definite morale factor on the station and provides practically the only type of recreational athletic activity available. Upon completion of the basketball season, it is planned to implement a volleyball league. The Special Services program presently consists of the following activities:

The threat of fire continues to be potentially that of greatest consequences to this unit. Fire prevention lectures and demonstrations have been given to all personnel by S/Sgt. JB Cox, a recent graduate of the Fire Prevention School held at Pepperrell AFB, Newfoundland. In addition, a new SOP has been drafted completely outlining the duties and responsibilities of each individual with regard to fire prevention and fire fighting.

Operations personnel strength remained fairly stable during this three-month reporting period. T/Sgt. Love, NCOIC of Operations, rotated to the ZI pending EDCSA and was replaced by T/Sgt. Harvey W Abhold. One Technical Sergeant and two Staff Sergeants were gained by this section. The three operational crews are each manned at this time by two NCO’s and eight or nine airmen. The three crew system now being utilized will be changed to a four crew system when the implementation of the Systems Training Program becomes effective. It is anticipated that this change will reduce the size of each crew to the maximum needed to effectively man Operations.

The 15-J-1C was operational for the majority of the reporting period and was utilized advantageously as a surveillance trainer and for simulated intercept control work. Two hundred and eighty-six (286) single intercepts and one hundred and five (105) multiple intercepts were completed by the squadron controllers toward meeting the annual requirements stated in ADCM 55-5.

ECM training consisted of the following:

On 14 October, the De Havilland Otter, CFGCV, supporting Resolution at that time, was forced to make a crash landing on Lower Savage Island on his return flight to Frobisher. The following is a summary of that incident and the actions subsequent thereto:

At 1635Z, 14 October 1958, GCV, an Otter aircraft owned by Eastern Provincial Airlines, departed Resolution Island for Frobisher Airport. At 1709Z, Ronson 29, a KC-97 enroute from Goose to Thule, called Footloose control and stated that the following call had been received from GCV at 1707Z on 121.5, "Mayday - on fire - landing at Lower Savage Island". Efforts by Footloose to contact GCV were unsuccessful. At 1711Z, Footloose assumed control of Ronson 29 and first vector for Savage Island was given. All agencies at Frobisher and Goose were alerted while Ronson 29 was enroute. Ronson 29 arrived over Lower Savage Island group at approximately 1740Z and at 1745Z reported sighting GCV. At 1756Z, Ronson 29 sighted 5 survivors (total number aboard) and confirmed the location as the Eastern Island of the Lower Savage Group. Otter GCV was half submerged in the center of the lake centrally-located on the island about 3 or 4 miles inland. Terrain was reported as very rough and rescue by fixed wing aircraft was impossible. Footloose requested Ronson 29 to orbit scene as long as possible and to drop as much survival gear as they could. At approximately 1800Z, Frobisher notified Footloose that they were loading a C-54, AF2617, with survival gear to drop at the scene and estimated off in 30 minutes. At 1827Z, Ronson 29 successfully dropped 2 E-1 kits and sighted survivors opening them. At 1910Z, Ronson 29 reported second successful drop of 2 E-1 kits which included notes from Footloose advising survivors of rescue plans. At 1846Z, AF2617 was airborne from Frobisher. At 1927Z, Footloose assumed control of AF2617. At 1938Z, AF2617 had radio and visual contact with Ronson 29 and had sighted survivors. By 1950Z, AF2617 had completed 2 successful drops. Survivors were now in possession of blankets, food, gasoline, sleeping bags, exposure suits, and a URC4 radio capable of transmitting and receiving on 234.0 and 121.5. By 2009Z, Ronson 29 and AF2617 had departed Lower Savage Island for Goose AB.

At 2313Z, Footloose requested AF 2488 to attempt to contact survivors when over Lower Savage Island. AF2488 reported negative contact but sighted several flares.

At 1247Z, 15 October 1958, MATS 3242 arrived over Lower Savage Island after being diverted from course by Footloose. MATS 3242 was requested to attempt to contact survivors on 121.5 or 243.0 and stand by to pass information. At 1250Z, MATS 3242 reported successful contact with survivors on 243.0. Following message received: "Everyone OK - no Injuries. Very cold and no way to build a fire". They also inquired as to which side of the island the rescue ship would arrive. Footloose instructed survivors to stay where they were, that the rescue ship, Greenville Victory, would have a helicopter to pick them up. It was later learned that this information was received by Footloose in error and the Greenville Victory arrived off Lower Savage Island without a helicopter at approximately 1730Z. From this point on, every aircraft that passed within the vicinity of Lower Savage Island was requested by Footloose to assist in coordinating rescue by attempting to radio contact the Greenville Victory and survivors. All attempts at radio contact with survivors were unsuccessful and at no time could Footloose establish contact with the Greenville Victory. Several aircraft established contact with the Greenville Victory and all subsequent information was received by Footloose in this way.

At 2035Z, AF72612 advised Footloose that 2 survivors were aboard the Greenville Victory and at 0551Z, 16 October 1958, Footloose was advised by AF2674 that all survivors were aboard in good condition and rescue operations were completed. Greenville Victory then resumed course for Thule.

Following personnel were involved:

During the month of October, four hundred and eighty-eight (488) aircraft were directed by the Surveillance Section, four hundred and twenty-seven (427) in November, and three hundred and forty (340) in December, for a total of one thousand, two hundred and fifty-five (1255) for the three month period.

One of the receiving antennas on the HF net 45 was changed to a vertical polarity rather than having both antennas horizontally polarized. It is believed that this modification was responsible for the improvement in the operation of the net which was noted subsequent to this change. On several occasions reception was clear enough to be 100% readable.

Action was taken to reduce radar interference and a high noise level on the VHF radio receivers. To effect this action, one VHF receiver was installed at the present transmitter site for experimental purposes. Although radar interference noise was not present at this location, the signal from the low frequency homer, the AN/URN-5, caused intolerable interference. Technical assistance may be required for re-engineering and re-siting the A/G receiver equipment at this station.

On November 30 extremely heavy icing caused the 924^th AC&W Squadron to lose all but one of its Troposcatter antennas. Since the Troposcatter circuits from Resolution to the south are automatically relayed and amplified through the 924^th, the result was a complete communications loss with Goose AB and with the 641^st AC&W Squadron, parent direction center for Resolution. Net 45 was activated to re-establish communications immediately. Initially, difficulties were encountered in contacting the 641^st, but within thirty (30) minutes after loss of the Troposcatter (Pole Vault) circuits, clear reception on Net 45 was established. Clear transmission was effected several hours thereafter. However, the Net 45 receiver setup is not considered ideal at present, since the antennas have not been properly installed to provide adequate separation for good dual diversity. In all probability technical assistance will be requested from the depot with regard to this problem. It has been recommended that for testing purposes actual traffic should be sent during the hours established for testing. This procedure would test the reliability of the circuit from operational position to operational position and would also aid in maintaining the proficiency of operating personnel.

A severe personnel shortage in teletype and telephone operations is anticipated in the early part of January. Eight UMD slots are authorized for this section to which six personnel are presently assigned. Four of these six will rotate by approximately 10 January 1959 leaving only two persons to operate the teletype facility and switchboard on a twenty-four hours a day basis.

The project of converting stock numbers from Signal Corps to Federal using Cross Reference Index S-00-2 was completed. Three M-19 typewriters were overhauled and assistance given to the Supply Section to determine whether stock on hand was in excess of the needs of the teletype maintenance section.

Ice damage was incurred on two (2) UHF antennas and also on the antennas used on the Net 45. Rigger assistance was requested to repair this damage. Rigger assistance was requested to repair this damage. In addition, one of the two obsolete 300-foot antenna towers collapsed because of ice and was completely destroyed. However, these antennas are no longer used, so this loss had no effect on the mission of this unit.

Maintenance problems were of a routine nature during this reporting period. The AN/FPS-3, which is the units primary search radar, was on a reduced capability for a pulse transformer for upper beam on 19 October and remained in this status until 27 October, at which time the necessary item was received. Upon receipt of this item the set was called off for maintenance, and the backup set was called into the net. Both the pulse transformer and the back radiation screen were installed during a 5 hour, 45 minute maintenance period. Thirty (30) additional hours were spent on scheduled maintenance during the month of October. Some difficulty has been encountered with thyratron tubes possibly due to fluctuations in base power. A total of six thyratrons were used during this month. The diesel generators are being modified to overcome this difficulty.

Both pulse-forming networks used in the FPS-3 went out of commission on 9 November. Replacements were received on the 24^th of November, but one was in damaged condition. Two additional pulse-forming networks were received in December, one of which had been damaged in shipment. Cause of the damage was determined to be improper packaging. The other pulse-forming network was installed; however, the set still cannot be operated at six (6) microseconds and two hundred (200) pulse recurrence frequency because of marginally-performing magnetrons.

Two Marconi personnel arrived from the depot on 6 October and replaced the oil seal and king pin assembly on the AN/FPS-502. Twelve man hours were expended to perform this action which had been needed since 15 September. During part of the month of December this set was considered to be operating below desirable standards because the transmit-receive switching tubes were in need of replacement. These tubes had been on order since July but had not yet arrived at the site.

AN/TPS-502 maintenance was of a routine nature during the reporting period.

In the Installations Section, the problem of warped doors has caused considerable difficulty. The new exterior doors have all warped ½" to 1" out of plumb. This made it almost impossible for the doors to be completely closed at the tops and bottoms. A tension cable with turnbuckle and a block to apply pressure at the middle of the doors proved to be the answer. The cables are anchored at the top and bottom of each door by plates and by using the existing hardware bolts. This tension straightens the doors and makes it possible for the amount of adjustment to be changed as required. This temporary solution will aid greatly in keeping the doors functioning until they can be replaced during the summer of 1959.

The new Bendix automatic washers are being utilized satisfactorily along with the domestic-type GE dryers. The commercial laundry equipment will be installed when a qualified laundry equipment operator arrives to supervise and maintain this equipment properly.

Rewiring has been accomplished to permit the station telephone operator to ring all the station fire alarm bells with a master switch located at the new panel in Operations. The installation of this system has corrected the dangerous condition which existed previously due to the fact that the station public announcing system could not be heard in all areas. Existing wiring not removed under the fire detection system contract was utilized, and no other changes in the systems features were required.

The Ric-Wil line was out of commission briefly during December due to the failure of two station thermostats and a damaged section where the line had sagged and formed a pocket. This section of the pipe was not heated, and the residual trickle of water in the line collected at this point and formed a block. The SOP for the operation of the line was changed to provide that operators will turn on all manual switches while the line is in operation and return them to the automatic position when pumping is completed. This insures that any ice caused by water residue and thermostat failure will be melted before pumping is begun.

Snow removal was hampered during November by the shortage of parts necessary to put one D-8 bulldozer into commission. These parts were received 25 November and immediately installed. Soft snow conditions rendered use of the Weasel and the Bombardier nearly impossible during a portion of December. The tracks on these vehicles sank into the drifts, and the snow under the vehicles caused the tracks to spin ineffectually. It is felt that at least one vehicle of the "Tucker Scow Cat" type should be provided at each site where deep snow exists.

An inspection team, composed of Major Barney Racklin, 4732^nd Air Defense Group, and Captain William Evans, 64^th Air Division, inspected the Unit Supply account from 9 through 12 October. This inspection was made at the request of Lt. Robert G Stein, Unit Supply Officer, who had declared upon signing for the account that it was in unsatisfactory condition and subsequently requested an inspection team to verify this belief. Of particular interest to this team was the large amount of contractor abandoned equipment at the lower campsite. The unsatisfactory condition of the account was verified by the team upon completion of the inspection.

One chronic supply complaint is that cargo is not being shipped from Goose AB to this site properly identified as to the contents or the priority of the shipment. In many instances no shipping document has been attached to the outside of the box, nor has there been an Air Movement Designator number on the box. This created a difficulty in determining high priority cargo to be sent to this unit. Preliminary arrangements have been made with the representatives of East Coast Carriers, Ltd., to insure identification and proper shipment to this station of cargo, which was not previously identified. Also, an SOP is being drafted concerning this procedure.

During the months of October and November approximately twenty (20) men arrived from Goose AB without arctic clothing. During their stay at Frobisher, these men were outfitted with the necessary articles by the 926^th AC&W Squadron. However, necessary steps should be taken to insure that civilian contractor personnel have arctic clothing prior to their arrival at this station.

The following projects were completed during this reporting period:

An extension of the tour of duty of the three civilian personnel working in Supply was submitted in December with the following justifications:

We regret to advise that the balance of this report is not available.