LT Robert J. Burchardt, USN(Ret) was an enlisted ACAN when he reported to NAAS Cabaniss in March 1954. He worked in the tower until spring 1958 when the field closed. Then he reported to OCS where he became one of the early Naval Aviation Observers/Naval Flight Officers. Here are some of his stories about “Blue Base” (the Cabaniss radio call):
When I reported in March 1954 as an ACAN, I was astonished to find ATU-201 consisted of many F6F-5 Hellcats. Later ATU-101 moved to Cabaniss with its contingent of F6Fs. ATU-301 flew the Douglas AD with the students flying the AD-1 and the instructors the AD-2, which had a more reliable version of the Wright R-3350 engine. Later the AD-4s came to Cabaniss and everyone flew the various models such as the AD-4N, NL, NA and -4Q.
The F6Fs practiced attack tactics but did some air-to-air gunnery, which became a source of amusement for the tower operators. An instructor would “drag a rag” [gunnery banner] during takeoff from an off-duty runway. The rag had a 60-pound weight at the leading edge as a stabilizer, and when the plane returned from the hop, we called for release and tried to hit the crash truck that was parked on the mat adjacent to the runways. The instructors were willing participants in our bombing game and would line up on the truck and even correct for wind drift. When retired, that truck was well beat up.
Early one morning Runway 31 was in use and a flight of ADs was landing. One of them got away from its pilot for a moment and started a ground loop. The pilot slapped full power on the engine, and the AD dragged the right wing tip on the runway and lifted off in a “cocked up,” three-point, right-wing-down attitude. The plane went through taxiway Baker, which normally contained parked fuel trucks, fortunately all were busy and Baker was clear. The plane passed between Hangars Two and Three still in a right-wing-down attitude. It was well below the tower cab, which was 70 feet off the ground — in fact it was below the top of the hangars. The AD was now gaining attitude, but not much. The student was screaming over the radio, but we could not understand him. The plane then flew between the smokestack at Public Works and the flagpole. His instructor was chasing him telling him to pull off some power as the AD-1 was outrunning the instructor’s plane. Both planes disappeared to the east. Several minutes went by before they returned and landed. The student had broken off the top of the stick in his excitement. As far as I knew he completed his training and went to the fleet.
In spring 1958, I had orders to OCS at Newport, and the field was being closed with all the planes going to “Main Side” or NAS Corpus Christi. The day that the fly away was to take place Corpus called and instructed us to send the planes over in flights of four. I called LtCol MacDonald, USMC, officer in charge of ATU-301 [training squadrons did not have COs until May 1960] and informed him. His answer was “Bullshit, we are going in one flight — period!” I somehow neglected to inform NAS Corpus Christi of this. Every plane on the base was ready, and they departed and went south for rendezvous. Some time later, the colonel called requesting a low pass and was cleared despite the Training Command regulation against it. It was a wonderful sight to see, about 56 Able Dogs and 25 or so T-28s in one single formation. They flew over the city at 500 feet I was told and the many large engines got the attention of the people on the ground.