ead:twa FI Viteg fe —_ TY op . ‘ _ 3-36 Cher pete On-thesedeys 10-7.) Air“Operationshada“Pepresentative e¢ the Elmer air ~stripwho-could-handte:special requirements,- (4 overeat & “7 a a” tose . c ee eee @ provisions of Annex Cc, Transportation, JTF SEVEN ) Admin Plan 1-58, administrative and operational control of L-20 and Heliconter missions was exercised from Eniwetok Islmd. - Bookinz of both tran-- port and operational flights was done thru a TCA (Transportation Control ‘ Agent) appointed in accordance with the cited Annex. . It was immediately evident thet the TCA on Fred covld not be responsive to the major operae tional requirements existing on Parry. Despite attempts by J-3-of TG 7.1 to separate the operat:onal requirements such as recov:ry practice missions from the transport system, @TG 7.4 insisted th-t ccntrol and bookings both be centralized at Eniwetok Island. - Oa the first minus one day (Cactus-l), it was evicent in the first hour tht control must be exercised from Parry. It was also evident that the aircraft must be at Parry in order to be responsive to TG 7.1's immediate and urgent requirements. Accordingly, Helicopter a, Operations Officer took charge of operations at Parry, and the aircraft supporting 7.1 were dispatched and controlled from Parry. Although it had been planned to run all helicopter flights on minus ones and Dedays as ssecial missions, it became evident on the first minus one that the demand for transportation with two devices on site made this approach impractical. Accordingly, the regular ficpdule was re-established within two (2) hours of the start of Cactus-1 day. All subsequent minus onespana-has. the normal sehed<20 - operstiigyIn sedition, normal hourly schedules nakebeabresumed as soon as the rad-safe survey and recovery missions Gre’ completed on Deday. By the 15th of May it becane obvious that two-thirds of the remaining days of the copeattions, as then scheduled, woul¢ be minus one or Dedays,. ‘ LANE LRak a] /oO PAGE Ae”