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”