Volume 7, Issue 11 “Progress through Leadership” November2009

Final Farewell to
Former Arizona Wing
Director of Aerospace Education
Lt Col William H. Turner In This Issue
Lt Col William 2
Turner
Cell Phone Hero 3
Chief of Staff 4
Comments
Chaplain’s Corner 5

Safety Tip 6

Cadet News - 7
Apache Junction
Veteran’s Day
Parade
Historian Article 8-
10
AZWG Promotions 11
Upcoming Events 12

Story on page 2

AZWG cell phone expert helps find missing

North Dakota students - Story on page 3

Office of Public Affairs

1Lt Rob Davidson Maj J. Brandon Masangcay
Wing PAO Assistant Wing PAO
WingTips Editor-in-Chief
WingTips is published monthly by the Arizona Wing · Civil Air Patrol, a private, charitable, benevolent corporation and
Auxiliary of the U.S. Air Force. Opinions expressed herein do not necessarily represent those of CAP or the U.S. Air Force.
WingTips welcomes manuscripts and photographs; however, the Arizona Wing · Civil Air Patrol reserves the right to edit or
condense materials submitted and to publish articles as content warrants and space permits. Please send all
correspondence to WingTips Editor-in-Chief, Maj J. Brandon Masangcay, e-mail: wingtips@azwg.us
 Page 2 Volume 5, Issue 11

Farewell, Bill
Article by Lt Col A. Pete Feltz, AZWG DAE
Photos by Maj Rick Yang

AZWG cadets pose next

photo collage memorial
Lt Col Turner’s daughter, Martha Dunn,
receives the American flag

Lt Col Bill Turner passed away on October 4th and the fu-
neral was October 10th at his church, Central Christian
Church at 933 N. Lindsay Rd.., Mesa, AZ. His funeral was
well attended by Civil Air Patrol members as evidenced by
the attached photos.
Lt Col Turner was the Director of Aerospace Education for
Arizona for over ten years His accomplishments were well
known not only in Arizona but at Southwest region and na-
tionally. He built and assembled the Arizona Aerospace Edu-
cation Museum which has been displayed at many air shows
in Arizona and even at the Southwest Region conference in
Albuquerque several years ago. Under his direction the Ari-
zona AE program has been number one in the Southwest
region a number of times and reached second place nation-
ally. He has received many awards with one of the most
prestigious being the National Frank G. Brewer CAP Memo-
rial Aerospace Education Award in 1997. He was also well
known for his work at the National Congress for Aerospace
Education as a photographer for many years. I have teamed
with him as his assistant for at least ten years and have
learned much from him and enjoyed working with him. We
were known as the “Frick and Frack” AE team from Ari-
zona. An outstanding, dedicated, and really good man who
will be missed by many. May God bless him.

Members of the Arizona Wing gather

in front of church prior to Services
Volume 7, Issue 11 Page 3

CAP cell phone expert helps find missing North Dakota students
MAXWELL AIR FORCE BASE, Ala. – Though there was a tragic outcome to the search
for three missing Dickinson State University students in North Dakota this week, the case
points out how a cell phone can be used to locate missing people, many times with hap-
pier results. One of the pioneers in cell phone forensics is Justin Ogden, a captain in the
Civil Air Patrol’s Arizona Wing, whose expertise pinpointed the North Dakota students’
crash site within 730 feet based on information he gleaned from their last cell phone hit.
Capt Ogden

In a phone conversation with Lt. Col. William E. Kay, director of operations for CAP’s North Dakota
Wing, the emergency manager for Stark County where the ground search was conducted, Brent
Pringle, stated the students’ vehicle would not have been found without CAP’s assistance. Although
CAP had aircrews from Dickinson and Bismarck on the scene with a ground team standing by, it was
Ogden’s work conducted from a distance that yielded results. Ogden helped search and rescue con-
trollers from the Air Force Rescue Coordination Center (AFRCC) refine the search area down signifi-
cantly from a mile-and-a-half radius to within 730 feet from where the students were finally located.

Under federal law, cell phone companies can voluntarily divulge the cell phone data to federal agen-
cies such as the AFRCC when it is being used for lifesaving purposes involving the owner.

Ogden, 28, collects and analyzes data to determine approximate coordinates. “Even if a cell phone is
not being used but is still powered up, and within coverage of the network, we can often receive
enough information to allow us to concentrate the search in the right area,” he said.

Sometimes cell phone data is merged with other information, such as radar if the search is for a miss-
ing aircraft.

According to Ogden, nearly all cell phones and networks have some sort of location sensing methods,
whether through GPS (global position system) hardware in the cell phone or through the phone net-
work and towers. With the technology already in place, it is important, he said, to get a cell phone fo-
rensic specialist involved early in a search. “Once the cell phone battery dies, there’s no hope of get-
ting GPS type coordinates from that phone,” he said.

Ogden, employed by General Dynamics and recently assigned to a new project to develop a nation-
wide communications system for the Department of Justice, became interested in radio signals and
computer programming when he joined CAP at the age of 12 as a cadet. Now as a senior member in
CAP, he is routinely called in by the AFRCC to help with searches. Last year he participated in 27
search and rescue missions, resulting in the rescue of 19 survivors.
As the United States' inland search and rescue coordinator, the AFRCC serves as the single agency
responsible for coordinating federal search and rescue activities in the 48 contiguous United States.
The AFRCC, a unit under Air Forces Northern, operates 24 hours a day, seven days a week. The cen-
ter directly ties in to the FAA's alerting system and the U.S. Mission Control Center. In addition to
Search and Rescue Satellite Aided Tracking information, the AFRCC computer system contains re-
source files that list federal and state organizations which can conduct or assist in SAR efforts
throughout North America.

(Source: NHQ Immediate Release, 4 Nov 09)

 Page 4 Volume 5, Issue 11

Chief of Staff Comments

Lt Col Brian Ready
Arizona Wing

Bureaucracy – Wikipedia defines bureaucracy as ”the collective organ-

izational structure, procedures, protocols, and set of regulations in place
to manage activity, usually in large organizations and govern-
ment”. Webster’s is slightly different “a system of administration marked
by officialism, red tape and proliferation”. No matter which definition you
chose, the word is one we all love to hate. Without bureaucracy, many
would argue, life would be easier and simpler. However as your new
Chief of Bureaucracy, it is my opinion that it doesn’t have to be that
bad. National has set the structure with our regulations and pamphlets,
but it becomes our job, as members, to figure out how to make them
work for us.

There is a fine balance which we must tread these days. We want to be

customer orientated and responsive, yet we live in a very complex and
demanding world which requires structure and documentation. We are
going to make every attempt to streamline the CAP and Wing bureaucra-
cies, cut through the red tape and make our paperwork less compli-
cated. These might be lofty goals in this age of increased oversight and
accountability, but we are going to give it our best shot. I am going to
strive to make the amount of paperwork required to perform our missions
weigh less than the vans we drive and aircraft we fly.

I am looking forward to working with the membership of Arizona Wing as

the new Chief of Staff; and, please remember, we are all volunteers who
didn’t make the rules and are doing our best to work within the system.
Most of all, though, don’t forget to “Feed The Staffers”.
Volume 5, Issue 11 Page 5

Thanksgiving Means Religious Freedom

November always brings thoughts of Thanksgiving or Turkey day and Veterans Day which began as a
celebration of the end of World War I (the 11th hour of the 11th day of the 11th month). In November
there are 17 religious events by 6 different faith groups (Christian, Orthodox, Islam, Sikh, Bahai and
Wiccan). So November and Turkey Day is really a celebration of the religious freedom we have in this
free democracy we live in. That also means our personal freedom to pretty much come and go as we
please within our means and the laws we live under.

The Puritans, a religious sect of Christians who were the Pilgrims that landed at Plymouth Rock, cele-
brated thankfully in a reverence to God who they credited for their blessings and their hardships. The
Puritans strived to live a godly life, one that would closely resemble Christ, and the Puritans held their
beliefs from their interpretations of the Bible. The Pilgrims that survived the first harsh winter on Ameri-
can soil had much to be thankful for, even in the suffering that they had experienced.

Thankfulness in God's Word was a major theme in the Thanksgiving we celebrate, but, the actual first
official ceremony of Thanksgiving in the Bible is listed in Leviticus 7:11-15. "And this is the law of the
sacrifice of peace offerings, which he shall offer unto the Lord. If he offer it for a thanksgiving, then he
shall offer with the sacrifice of thanksgiving unleavened cakes mingled with oil, and unleavened wafers
anointed with oil, and cakes mingled with oil, of fine flour, fried." God's design for mankind is that giving
thanks means receiving peace.

November is also the signal of approaching winter, many animals hibernate until spring, some humans
also semi-hibernate until hot weather returns, but in any event the next two months will be filled with
holiday and travel planning, buying gifts, and in general celebrating the major holidays.

To quote the virtual Talmud; “After Passover and Hanukkah, Thanksgiving is perhaps the holiday most
observed by American Jews. It makes sense for a number of reasons, and not only because we Jews
can't pass up an excuse for a good meal. Thanksgiving, as in giving thanks, is a very Jewish thing to
do. According to tradition, Jews are to give thanks 100 times each day. We are to give thanks before we
eat, for having food, and after we eat, for having been able to have food. Each morning the traditional
liturgy includes thank-you’s for such simple acts as standing up and having the strength to get through
the day.

You will be busier and busier as the Christmas season approaches. Please stop and take time to say
thanks once in awhile!
 Page 6 Volume 5, Issue 11

Safety Tip
by
Lt Col Daniel F. Myers
AZWG Safety Officer

BIRDS! BIRDS! BIRDS!

It’s that time of year again. Our feathered friends are migrating which posses unique oppor-
tunities for bird watchers …..and hazards…. for general aviation.

We are all aware of the damage and danger caused by bird strikes to aircraft.

According to the Air Force Bird Aircraft Strike Hazard Team (BASH) and the FAA, the fol-
lowing guidance is offered for avoiding bird strikes:

1. Avoid low altitude flight as much as possible to reduce the risk of a strike.

2. Strikes are most likely in August, September, October and November – particularly in mi-
gratory flyways. These tend to be the larger birds. Keep a lookout, just as you would for
other flying objects.

3. Dawn and dusk are the times with the highest probability of a bird encounter.

4. Turn on landing or recognition lights. This helps birds see oncoming aircraft.

5. Plan to climb. Birds almost invariably dive away, but there are exceptions.

6. Slow down. This will allow birds more time to get out of your way and will lessen the im-
pact force if you do hit one.

7. If a collision seems likely, duck below the glare shield to avoid being hit by the bird and fly-
ing Plexiglas. Advise passengers to do the same. Protect your eyes and head.

8. If a collisions occurs, fly the aircraft first. Assess the damage and decide whether you can
make it to an airport or you should make an off-airport landing. Declare an emergency.

9. Even if no damage is visible, divert to the nearest airport and have a mechanic look at the
airplane.

It is the obligation of everyone flying in a CAP aircraft, whether they be pilot, observer, scan-
ner, cadet O flight participant or other passenger to keep a look out for birds just like any
other flying object.
Volume 5, Issue 11 Page 7

East Valley Cadets

Represent CAP in
Apache Junction Veteran’s
Day Parade
Article / Photos submitted by
Lt Col Bob King / Capt Roger Ringer
AZWG Professional Development

Margie Kropelnicki (Legion Post

27); Lt Col Robert King (AZ Lt Col King escorts the
Wing); COL Desanti (USA-Ret); Parade Grand Marshals
and Capt Roger Ringer (Sqdn
305)

Representatives from The Arizona Wing, Squadrons 304 and 305 participated in the annual Apache
Junction Veterans Day Parade. Lt Col King provided escort for the parade Grand Marshals and the
invocation at the parade. After the parade Lt Col King was the lead speaker at the Eks Club in Apache
Junction. Squadron 304 provided a contingent of Seniors and Cadets to march in the parade and
Capt. Roger Ringer represented Squadron 305 by photographing the parade events.

Officers and Cadets from Willie Composite Sq. 304

march along the parade route.
 Page 8 Volume 5, Issue 11

Remnants of Arizona’s Wartime Past:

Legacy of an Aviation Disaster
Article and Photos by
1Lt Seven Hoza, AZWG Historian

An area of scorched Arizona desert and a two-mile trail of small, twisted metal bear mute testimony to
the violent death of a B-29 bomber and six of its crew in 1945. The accident was just one of hundreds that oc-
curred in Arizona during the Second World War. Remnants of many of these accidents still make a trace on
the landscape.
With consistently clear weather and thousands of miles of relatively flat, unpopulated land, Arizona
was an ideal aviation training ground. More than sixty airfields were built or expanded to train the tens of thou-
sands of pilots, gunners and bombardiers needed for the war effort. Millions of flight hours and thousands of
miles were expended in this training. Because of the increased number of aircraft in the skies, the number of
training accidents increased as well. By the end of the war in September 1945, some 14,902 service personnel
had been killed in military aviation accidents in the continental United States. Pilot error, weather and mechani-
cal failure were the chief causes. In Arizona alone, five hundred people, including several civilians on the
ground, lost their lives.
Davis-Monthan Army Air Field was typical of the large training bases in Arizona. Located south of Tuc-
son, it began the war as a training site for B-24 bomber crews. By the end of the war, the base had begun
training crews of the Boeing B-29 “Superfortress”, the largest bomber in the world at the time. The four-engine
B-29 was used in the Pacific war in attacks primarily against Japanese cities. The plane would also gain fame
as the aircraft that would drop the two atomic bombs in August 1945 that would help force the Japanese sur-
render.
Training at Davis-Monthan often consisted of gunnery practice using gun cameras on “attacking” US
fighter aircraft. July 24, 1945 began as another day of routine training. Eleven crewmen climbed aboard B-29
number 44-86288. Six were located in the forward pressurized compartment while the remaining five were in
the rear compartment. The aircraft’s commander, 1st Lt. Forrest R. Nichols, was a decorated Pacific combat
veteran recently returned to the United States. The B-29 lifted off from Davis-Monthan at 4:40 p.m. and circled
the airfield for thirty minutes while engaging a fighter plane in mock attack exercises. The bomber then began
to climb and took a course for a cross-country training flight with stops in Phoenix, Blythe, Los Angeles, and
then a return flight to Tucson.
While still climbing northeast of Tucson, a small orange flame was seen coming from number three
engine. As this was being reported to the pilot, the fire began blazing from the cowl-flaps and quickly became
uncontrollable. Both fire extinguishers were pulled but had no effect on the growing fire. The “prepare to bail-
out” alarm was sounded and the pilot attempted to lower the front landing gear, the wheel well being the es-
cape route for crewman in the front section of the B-29. Suddenly, number three engine fell loose from the
wing of the aircraft and plunged to earth. A gunner in the rear compartment flipped the “open” switch for the
bomb bay as the bail-out order was given. The five men in the rear compartment jumped, two going out
through the rear bomb bay and three out of the rear entrance door. One of those who escaped, Cpl. George
Miller, described what happened next:

I was the first man to bail-out, delayed my jump, and fell about 1,500 to 2,000 feet when my chute opened.
Fifteen to twenty seconds after we cleared the plane, I saw the airplane explode, the wing collapsed, the whole
thing being covered with fire. Smoke was trailing behind the plane and I saw little else after that. I did see the
plane crash behind the mountains.

(continued on page 9)
Volume 5, Issue 11 Page 9

(continued from page 8)

The survivors estimated the elapsed time between the detection of the engine fire to the time of the explosion
to be from sixty to ninety seconds. The big ship spun into the ground from an altitude of 15,500 feet, breaking
apart as it fell. The remaining six crewmen were unable to escape and were killed upon impact. The casualties
were 1st Lt. Forrest R. Nicols, 2nd Lt. Leven L. Dorsey, 2nd Lt. Walter C. Kenney, Flight Officer Peter Chando,
1st Lt. Arthur E. Skeats, and Sgt. John C. Alspaugh. Smoke from the crash could be seen at Marana Army Air
Field, located twenty miles north of Tucson. Marana sent out emergency vehicles, as did Davis-Monthan.
Crews were on the scene less than an hour after the crash. The aircraft had broken up over a vast expanse of
open range land near Oracle Junction, some 45 miles north of Tucson. The five crewmen who parachuted all
landed safely some two miles from the main wreck.
Witnesses on the ground said that the explosion could be heard for ten miles in all directions. Local
rancher Dick Bunyan stated, “There were so many pieces that it looked like two planes were coming down
instead of just one.” The largest pieces of wreckage were taken back to Davis-Monthan and examined in an
attempt to learn the cause of the engine fire and why on-board electrical systems did not work. Because of the
condition of number three engine, the army investigation team could only speculate as to the cause of the
crash. They reached the conclusion that it was probably a gasoline fire accompanied by an electrical failure
that prevented the fuel shut-off valves from operating. It is also believed that the electrical failure prevented the
opening of the front landing gear doors, thus preventing more of the crew from escaping.
My interest in the particular wartime accident began some fifteen years ago. It was at this time that my
uncle, Bill Manifold, presented me with a collection of 900 photographs and negatives that he had “rescued”
from Marana Army Air Field. When the base ceased operations in 1945, he was ordered to destroy all images
and negatives from the photography lab where he worked. Several photographs of a B-29 crash scene were
among the images in this collection, although no information, not even the date, was provided. It was not until I
showed these three photographs to a local aviation archaeologist that I learned more about the accident. The
crash expert provided me with a copy of the official crash report that showed these photographs as part of the
investigation document.
The report gave very vague directions from Tucson to the location of the crash. The narrative con-
tained a sketch, evidently made from a circling aircraft, of the area where the wreckage was strewn. Armed
with this information, my brother Mike and I made several unsuccessful hikes into the area where we believed
the wreckage could still be found. Although I did not voice my opinion at the time, I was not confident that we
would ever come across the wreckage sites, due to the miles of range land that it could cover. If there ever
were the proverbial “needle in the haystack” search, this was it. It was not until we flew over the area in Mike’s
small Cessna aircraft that we began to recognize some of the landforms in the crash report sketch.
A subsequent trip back to the area in January 2000 brought Mike, our sister Mary and I to the vicinity
of a cattle watering hole a few miles from Highway 79 near Oracle Junction. The terrain was not difficult, but
an abundance of flat, glittering quartz crystals on the ground made looking for metal fragments frustrating. The
route we travelled was covered with a variety of desert plants such as creosote bushes and cholla and prickly
pear cacti. Wildlife tracks were everywhere. We had been walking for nearly an hour when Mike stopped to
pick up a small object. He turned around, handed it to me, and remarked that it was just another piece of rock.
I looked at the flat, twisted “rock” and proceeded to bend it into a shallow curve. It was a piece of aircraft alumi-
num about the size of a half-dollar. It had the color and texture of aircraft metal that we had found at a half-
dozen other aircraft crash sites. Another twenty yards further yielded a much larger fragment, a bent and
twisted piece of flap. Small metal fragments were scattered everywhere. Although we did not know it at the
time, we were standing amid the first debris that fell to earth after the right wing of the B-29 exploded. Mike
would soon find the largest piece of wreckage that still remained: a battered
engine access panel measuring approximately two by three feet.
 Page 10 Volume 5, Issue 11

(continued from page 9)

The debris trail followed a southeast to northwest line, which was the direction the aircraft had been flying. A
second hike into the area uncovered numerous pieces of still-shiny pieces of aircraft aluminum and rusting
steel engine components. Several pieces were stamped BOEING, while others still bore the manufacturer’s
stamps and serial numbers. This second debris field was a mile from the previous one. All of the debris that
would be found was partially concealed under a variety of scrub brush and bushes. When army personnel
were cleaning up the site in July 1945, they evidently had picked up only those pieces that were lying in the
open. We still had not come across the main impact site.
In each visit to the crash scene, we had been careful to return each piece that was examined back to
the spot on the ground where it was found. Out of respect for those who perished, no piece of the aircraft was
removed. Only video footage and photographs were taken from the sites.
On our third venture to the crash scene, we were accompanied by the aviation archaeologist who had
provided us with the crash report. He had made transparencies from the original photos of the main wreck site
and we were able to line up the mountains in the photographs with those on the horizon. After one hour we
picked up a new debris trail that led us to the main wreck site, a debris field approximately forty yards in cir-
cumference. Incredibly, the soil was still charred black in the middle of this area. Hundreds of pieces of aircraft
canopy glass and cockpit instruments were scattered around the burn area. Numerous pieces of melted alumi-
num, looking like shapeless silver blobs, were evidence of the intense fire. We concluded that the debris field
was spread over an area two miles long and one hundred yards wide, although several pieces of molten metal
were found very close to Highway 79, less than a thousand yards from nearby ranches. These pieces had evi-
dently been thrown from the burning aircraft as it spun nearly three miles to the ground.
After having seen numerous surviving examples of the B-29, and even having been inside one, it is
remarkable how such a large aircraft could be reduced to such shattered wreckage. Such was the intensity of
destruction of that July day more than 60 years ago. On the way home after our last visit to the site, my brother
said something to me that brought the whole incident into perspective: “How does it feel to have just been to a
site where six men died?” It was then that the underlying meaning of what we had been looking for struck
home. The initial excitement of having found a site that had remained undisturbed for over half a century had
overshadowed the reality. This was a place of violent death for men who had wives, children, parents and sib-
lings. This experience at the B-29 crash site made the statistic of the 14, 902 men and women who died in
such accidents more tangible.
Much has been written about the Allied battlefield sacrifices during World War Two. Let us not forget
the thousands who fell on the Home Front for a cause in which they were willing to risk their lives.
 Page
Page 11
11 Volume 5,
7, Issue 11

Arizona Wing Promotions

Gary Williams, Sq. 304 Chase Brant, Sq. 301

William J. Guitar, Sq. 501

Joshua M Burton , Sq. 304

Noah D. Burton, Sq. 304
Laurance Bernosky, Sq. 104 Ferdane Mercanli, Sq. 101
Alexa Solorio, Sq. 101

Michael Barry, Sq. 31460

Daniel Branson, Sq. 304 Ciaran L. Babcock, Sq. 302
Armano Faustini, Sq. 314 Jairus Nero, Sq. 301
Stephen Fowler, Sq. 304
Marcy Krause-Wilberscheid, Sq. 302
Leila Demaree, Sq. 316
Ruhil Dhawan, Sq. 314

Jared Floyd, Sq. 301

Edgar Magana, Sq. 101
Victor Muñoz, Sq. 101
David Robeldo, Sq. 101

Zachary J. Rossi, Sq. 302

Daniel Scholz, Sq. 304

Stephanie Duron, Sq. 101

Anthony J. Costable, Sq. 302

Randy T. Bierley, Sq. 304

David A. Fowler, Sq. 304
Colin K. Skoog, Sq. 302

Preston R. Beckstead, Sq. 302

Sean T. Bordelon, Sq. 302
Breyer Spears, Sq. 302
Benjamin S. Wasley, Sq. 302

Clifford W. Branch, III, Sq. 302 Lt Col Vern Parsons, Sq. 314
Kyle A. Morales, Sq. 302 Gill Robb
Wilson Award
Volume 7, Issue 11 Page 12

Upcoming Events
Sunday 2 3 4 5 6 7
Monday Tuesday Wednesday Thursday Friday Saturday

AZWG HQ Sq 305 Sq 304 AZWG HQ

SQn 206 SUI Work- [18:30-21:30] [06:30 PM-09:30 AZ Wing NCPSC
sheet Due Meeting PM] Squadron 304 - CANCELLED!!!
Meeting
AZWG HQ
[07:00 AM-07:00
PM] 2009 AZ
Wing Survey
Audit

Sq 305
[07:00] Williams
Gateway Open
House

AZWG HQ
[08:00 AM-04:00
PM] AZ Wing
Staff Meeting

AZWG HQ
[08:00 AM-05:00
PM] Sqn 206 SUI
8 9 10 11 12 13 14
Sunday Monday Tuesday Wednesday Thursday Friday Saturday

AZWG HQ Sq 305 Sq 305 Sq 304 AZWG HQ AZWG HQ

[07:00 AM-07:00 [18:30-21:30] [18:30] Ground [06:30 PM-09:30 AZ Wing Evalu- AZ Wing Evalu-
PM] 2009 AZ Meeting Team Training PM] Squadron 304 ated OPEX ated OPEX
Wing Survey Au- Meeting

15 16 17 18 19 20 21
Sunday Monday Tuesday Wednesday Thursday Friday Saturday

AZWG HQ AZWG HQ Sq 305 Sq 304 Sq 305 AZWG HQ

AZ Wing Evalu- Sqn 508 SUI Work- [18:30-21:30] [06:30 PM-09:30 [18:00] Cadet AZ Wing OPEX
ated OPEX sheet Due Meeting PM] Squadron 304 Academy
Meeting Sq 305
[07:00-23:59]
Cadet Academy

AZWG HQ
[08:00 AM-05:00
PM] Sqn 508 SUI
22 23 24 25 26 27 28
Sunday Monday Tuesday Wednesday Thursday Friday Saturday

Sq 305 Sq 305 Sq 304 Sq 305

[00:00-16:00] [18:30-21:30] [06:30 PM-09:30 TLC Course
Cadet Academy Meeting PM] Squadron 304
Meeting
Sq 305
[18:30-21:00]
United Food Bank
Volunteer Night
29 30
Sunday Monday

Sq 305 AZWG HQ
TLC Course Sqn 305 SUI Work-
sheet Due