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Air-to-Air Victories in Vietnam |
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(This list covers
only the air-to-air victories by aircraft flying from the Midway.)
The following list of enemy aircraft shot
down covers only those shoot downs that are confirmed. There are a number
of cases in which adequate information or verification was not available
or could not be substantiated for a shoot down. These shoot downs, usually
identified as “probables”, are not placed on this list. The Navy
Department does not have a written policy regarding the requirements for
the verification of a shoot down. It is generally accepted or believed
that when an aerial engagement occurs, the pilot, NFO (RIO), or other
witness must actually see the enemy aircraft crash, explode or the pilot
ejecting from the enemy aircraft. The Navy has used gun camera footage
since World War II. However, during the 1980s the Navy began using modern
equipment more extensively, such as heads-up displays and gun camera
footage to verify shoot downs.
MiG silhouettes painted on Midway's island
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Date
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Enemy
Aircraft |
Squadron |
Aircraft
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Weapon
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Pilot &
RIO / NFO
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Notes
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17 JUN
65 |
MiG-17 |
VF-21
Freelancers |
F-4B
Phantom II |
AIM-7
Sparrow |
CDR L.
Page
LT J. C.
Smith, Jr. |
First
confirmed U.S. air-to-air kill of a
North Vietnamese Air Force (VPAF)
MiG of the Vietnam War |
17 JUN
65 |
MiG-17 |
VF-21
Freelancers |
F-4B
Phantom II |
AIM-7
Sparrow |
LT J. E.
Batson
LCDR R. B.
Doremus |
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20 JUN
65 |
MiG-17 |
VA-25
Fist of
the Fleet |
A-1H
Skyraider |
Guns |
LT C. B.
Johnson |
Half
credit: shared kill with LTJG C. W. Hartman III |
20 JUN
65 |
MiG-17 |
VA-25
Fist of
the Fleet |
A-1H
Skyraider |
Guns |
LTJG C. W.
Hartman III |
Half
credit: shared kill with LT C. B. Johnson |
18 MAY
72 |
MiG-19 |
VF-161
Chargers |
F-4B
Phantom II |
AIM-9
Sidewinder |
LT H. A.
Bartholomay
LT O. R.
Brown |
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18 MAY
72 |
MiG-19 |
VF-161
Chargers |
F-4B
Phantom II |
AIM-9
Sidewinder |
LT P. E.
Arwood
LT J. M.
Bell |
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23 MAY
72 |
MiG-17 |
VF-161
Chargers |
F-4B
Phantom II |
AIM-9
Sidewinder |
LCDR R. E.
McKeown
LT J. C.
Ensch |
First of
two kills on the same day |
23 MAY
72 |
MiG-17 |
VF-161
Chargers |
F-4B
Phantom II |
AIM-9
Sidewinder |
LCDR R. E.
McKeown
LT J. C.
Ensch |
Second of
two kills on the same day |
12 JAN
73 |
MiG-17 |
VF-161
Chargers |
F-4B
Phantom II |
AIM-9
Sidewinder |
LT V. T.
Kovaleski
LT J. A.
Wise |
Last
confirmed U.S. air-to-air
kill of a
North Vietnamese Air Force (VPAF)
MiG of the Vietnam War |
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Date
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Enemy
Aircraft |
Squadron |
Aircraft
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Weapon
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Pilot &
RIO / NFO
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Notes
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17 JUN
65 |
MiG-17 |
VF-21
Freelancers |
F-4B
Phantom II |
Ingested
debris
from
first kill
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LT J. E.
Batson
LCDR R. B.
Doremus |
Possible
second of two kills on the same day. Awaiting positive confirmation. |
There is a possible third MiG-17 kill on June 17, 1965, and the possible
second on the same day by LT Batson and LCDR Doremus. There are reports
that this possible kill was officially confirmed 32 years after the event,
following the declassification of documents relating to the 17 June shoot
downs. LT Batson had always maintained that a third MiG had been damaged
by ingesting debris from its wingman after his AIM-7 Sparrow had exploded.
The official documentation, and the backing of LT Batson's second kill
theory by his then Carrier Air Group (CAG) CO, CDR Bob Moore, was enough
for the third MiG to be officially classified as destroyed. Until I
receive positive confirmation of this, I will only report it as a
probable.
REFERENCE:
U.S. Naval Historical Center
MiG Kills
(Excerpts from ...And Kill MiGs, by Lou
Drendel)
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1965 MiG
Kills
(Excerpts from Osprey Combat Aircraft #26 ~ US
Navy F-4 Phantom II MiG Killers 1965-70)
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1972 ~ 1973
MiG Kills
(Excerpts from Osprey Combat Aircraft #30 ~ US
Navy F-4 Phantom II MiG Killers 1972-73)
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VF-161 F-4B
Phantom II ~ NF 102
Aircraft
flown by Lt Kovaleski & Ltjg Wise
when they
shot down a MiG-17 on January
12, 1973, the
last air-to-air kill of the Vietnam War.
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(USN Photo)
June 20, 1965 ~ A-1 Skyraider MiG Killers
LTJG Charles W. Hartman (left, in camouflaged flight suit) & LCDR Edwin A.
Greathouse show Rear
Admiral William F. Bringle (seated) how a MiG-17 jet fighter was shot down
over North Vietnam
by propeller-driven A-1 Skyraiders of Attack Squadron 25 (VA-25). LTJG
Hartman & LT Clinton B.
Johnson shared the MiG kill with a half credit given to each pilot. LCDR
Greathouse was the mission
leader. Note the .38 caliber revolvers worn by several of those present.
Photo ID's, courtesy of Clint
Johnson, Captain, USNR Ret.
From left to right: unknown officer, LTJG Charlie Hartman (Johnson wingman
#4), LCDR Ed Greathouse
(#1 Flight leader), unknown officer, LT Clint Johnson (2nd section leader
#3), LTJG Jim Lynne (#2
Greathouse wingman), CDR Harry Ettinger CO VA-25. RAdm Bill Bringle Cardiv
Commander is seated
with back to camera.
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A painting of LTJG Hartman
& LT Johnson shooting down
the MiG-17.
Courtesy of Buzz Nau
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VA-25 A-1 Skyraider NE 577
with MiG-17 kill marking.
Source Unknown
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VA-25 A-1 Skyraider NE 577
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Skyraider ~VS~ MiG-17
By Capt Clinton B. Johnson, USNR (Ret.)
(Used with his permission)
Frustration and fatigue were starting to simultaneously set in on me on 20
June 1965. We were 30 days into our third at-sea period, and the ops tempo
was intense. Ten days prior we had our first loss, one of our nuggets,
Carl Doughtie. The last four days we had not been especially successful.
During those four days I had flown 21 hours on an Alfa strike, two road
recces and a seven and one half hour RESCAP. The strike was marginally
successful with 40 percent BDA, the RESCAP was not. We had to leave the
downed pilot when it got dark. One road recce was nothing more than
harassment. The other I scored one truck, but someone almost scored me
while I was executing a life-saving pullout just short of bending the
prop. I logged two nice round holes in the aft fuselage.
The day began normally with the starboard catapult crashing into the
water-brake outside my door acting as my alarm clock. It was supposed to
be a stand-down day, but by noon we were suiting up for an emergency
RESCAP. An Air Force photo-recon pilot had been shot down very deep into
the northwest corner of North Vietnam. There were already RESCAP aircraft
over the downed pilot, but they were running low on fuel. We were needed
for backup coverage.
We manned up, started and were told to shut down. Someone else had covered
the pilot, and they did not need us. We unmanned and returned to the ready
room and waited. Two hours later we got the call again. We manned up, but
did not get started again before we were again put on hold. By the time we
got to the ready room we were told to man up again. By now we were fast
becoming the leaders in the squadron sweat stain contest. The sweat stain
contest was unique to Skyraider squadrons. The winner was the pilot who
could merge the salty white left and right armpit stains in the center of
his flight suit first. This contest was made possible by the USS MIDWAY
(CVA-41) laundry and morale officer who would accept only one flight suit
per week per pilot from us. At any rate we were hot, sweaty and beginning
to worry that this man up was going to mean no dinner. This time, however,
we started, were told that we were a go mission and began our taxi forward
to the catapults. At the last minute my Plane Captain, AN Halcomb, gave me
a slush filled thermos and a hopeful look (hopeful that he would not have
to do a fourth preflight on old 577). I gave him thumbs up and taxied
forward to the starboard catapult. It was almost 1800. I spread and locked
the wings, got thumbs up from the final checker and agreed with the flight
deck officer on a 21,300 pound launch weight. As I felt the Skyraider
settle into the catapult holdback, I release the brakes, added full power
and scanned the engine instruments. Everything looked good and with the
canopy open everything sounded good -- well at least loud. I returned the
cat officer's salute and waited. I saw my flight leader go off the port
cat and turn right for our standard starboard side rendezvous. The
humidity was so high that his flap tips left contrails and my prop was
making corkscrew contrails as the carrier moved through the sultry gulf
air.
The cat shot killed my radio. We rendezvoused 1,000 feet on the starboard
side of MIDWAY and headed west. After reforming in a finger four formation
I tried to get my radio working. As the second element leader I had a
"Middleman" aircraft. My airplane had two radios with a relay control box
that could be switched so that the low aircraft covering the downed pilot
could transmit through my aircraft to the ship using my aircraft at a
higher altitude as an antenna relay. I was able to get the number two
radio working, but continued to fiddle with number one so that I could act
as relay. I got it working and checked in on tactical frequency as we went
feet dry. Then it failed again.
Feet dry at 12,000 feet heading northwest we were passing north of Thanh
Hoa. LCDR Ed Greathouse was in the lead. On his port wing was LTJG Jim
LYNNE. I was on his starboard wing with Charlie Hartmann on my starboard.
We all had the standard RESCAP load: two 150 gallon drop-tanks on the stub
racks, four LAU-3 pods with 19 2.75 inch rockets apiece and 800 rounds of
20mm for the four wing cannons. We were flying steadily toward the downed
pilot while I navigated, searched for active low frequency ADF stations
(Until September 1965 the North Vietnamese MiGs used the ADFs listed in
our 1964 navigation supplements) and considered what the situation ahead
might be.
Suddenly Ed Greathouse rolled inverted into a near vertical dive with Jim
Lynne following. I rolled and followed him down. I was concerned that I
had not heard anything and that we were only 70 miles inland, at least 80
miles from our RESCAP point. A quick radio check confirmed that my radio
was dead. I had missed the buildup to the run-in with the USS STRAUSS
(DE-408) alerting us to MiGs in the area. The MiG pilots were on an
intercept for two Skyraiders south of us, but missed and were coming
around for another intercept when they spotted us. STRAUSS was keeping Ed
Greathouse updated, and when it was apparent that we were the target, Ed
took us down. At 12,000 feet and 170 knots we looked like Tweetybird to
Sylvester the Cat. Our only hope was to get down low and try to out turn
the MiGs. Ed was doing just that. Our split-S got us some speed and
reversed our course toward the ship. I figured that any time my nose was
pointed at the ground my ordnance should be armed. I armed the guns and
set up the rockets. About that time I saw a large unguided rocket go past
downward. My first inclination was that it was a SAM, but SAMs generally
go up. A second rocket hit the ground near Ed and Jim. There was no doubt
we were under attack by MiGs. This was confirmed when a silver MiG-17 with
red marking on wings and tail streaked by Charlie and me heading for Ed.
Tracers from behind and a jet intake growing larger in my mirror were a
signal to start pulling and turning. As I put g's on the Skyraider I could
see the two distinct sizes of tracers falling away (The MiG-17 had two
23mm and one 37mm cannon in the nose.) He stayed with us throughout the
turn firing all the way. Fortunately, he was unable to stay inside our
turn and overshot. As he pulled up Charlie got a quick shot at him but
caused no apparent damage. He climbed to a perch position and stayed
there.
Our turning had separated us from Ed and Jim. Now that we were no longer
under attack my main concern was to rejoin the flight. I caught a glimpse
of the leader and his wingman and headed for them. As we had been flying
at treetop level in and out of small valleys, we had to fly around a small
hill to get to them. Coming around the hill we saw Ed Greathouse and Jim
LYNNE low with the MiG lined up behind them. I fired a short burst and
missed, but got his attention. He turned hard into us to make a head-on
pass. Charlie and I fired simultaneously as he passed so close that
Charlie thought that I had hit his vertical stabilizer with the tip of my
tail hook and Charlie flew through his wake. Both of us fired all four
guns. Charlie's rounds appeared to go down the intake and into the wing
root and mine along the top of the fuselage and through the canopy. He
never returned our fire, rolled inverted and hit a small hill exploding
and burning in a farm field. Charlie and I circled the wreckage while I
switched back to number two radio. We briefly considered trying to cut off
the other MiG, but were dissuaded by the voice of Ed Greathouse asking
what we thought we were doing staying in the area when STRAUSS was
reporting numerous bogeys inbound to our position. We took the hint and
headed out low level to the Tonkin Gulf were we rejoined with our flight
leader.
By now the sun was setting guaranteeing a night arrested landing back at
MIDWAY. Our radio report was misunderstood by MIDWAY CIC which believed
that one of us had been shot down. It took some effort for Ed Greathouse
to convince them that we were OK and the North Vietnamese were minus one.
Rarely does a night carrier landing evoke as little response from a pilot
as ours did. We were so pumped up that we hardly noticed it.
After debriefs all around the politics started. Charlie and I were
informed that we would get no recognition or awards for our MiG kill.
SECNAV had been aboard three days earlier when VF-21 F-4 pilots had bagged
the first kills of the war. Their awards were being held until SECNAV
could get to Washington, announce it to the President and present it to
Congress with the plea for more funds for F-4 Phantoms to fight the air
war.
Obviously, the success of primitive Skyraiders would undermine his plans.
Unfortunately, someone had included our kill in the daily action report to
MACV where it was read by COMSEVENFLT DET "C" who thought that it would be
an excellent opportunity for Navy public relations. Indirectly Ngyuen Cao
Ky, the new Premier of South Vietnam, and a Skyraider pilot, heard of it
and recognized Ed Greathouse's name as one of the Skyraider instructors
from the RAG. He then demanded our appearance for Vietnamese awards.
The next day we flew to Saigon for the Five O’clock Follies and were
instant celebrities, since the news media did not yet know about the F-4
kills. They assumed that we were the first which made an even better
story. We stayed at the Majestic Hotel in Saigon where we thoroughly
enjoyed the lack of water hours and the availability of our favorite
beverages. The next day we were guests of Premier Ky at the palace were we
were awarded Air Gallantry Medals and honorary commissions in the South
Vietnamese Air Force. After the awards ceremony we sat down to tea with
Premier Ky and some of his young hot pilots and traded war stories. He
told us that the Skyraider MiG kill had boosted morale tremendously in the
VNAF Skyraider squadrons.
Upon arrival back at MIDWAY we were surprised to learn that there had been
a change of heart and we would to be recognized at the same ceremony as
the F-4 pilots. Since they had already been recommended for Silver Stars,
Charlie and I go the same while Ed and Jim got Distinguished Flying
Crosses. Due to slow processing of earlier awards Charlie and I wore the
Silver Star and one foreign decoration for about a month as our only
medals. Nothing like starting from the top.
A few days later the carrier went to Yokosuka where Japanese reporters
were very interested. We even became the subject of an article in a boy's
adventure comic book. There was a lot of hometown interest also with
reporters looking up our wives and parents for comments. This caused me a
problem because I had not told my mother that I was flying combat to avoid
worrying her.
Needless to say, the VA-25 pilots were not about to let the slack-jawed
beady-eyed jet pilots (Ed Greathouse's description) forget our success.
The squawk box in the fighter ready rooms got plenty of incoming from our
ready room. There was much frustration in the swept wing tail hook
community as the next two kills went to the Air Force in July. Then the
North Vietnamese pulled the MiGs for more pilot training. The only kill
between July 1965 and April 1966 was a single Navy kill in October 1965.
We maintained that we embarrassed them into pulling the MiGs.
A combat action happens fast and it is difficult to include all the
influences that affect the outcome, but some sidelights are of interest.
The day of the shoot down was the first that gun camera film was not
loaded in our planes. Charlie fired 75 rounds and I fired 52. We both
thought we had fired more. I had considered firing rockets to ensure a
kill, but was afraid that the widespread pattern of the LAU-3s would also
hit Ed or Jim. Three of our aircraft suffered engine failures in the near
future. There were no fighters airborne at the time and they missed a
great opportunity for the bogeys launched after the shoot down. Two years
later I was invited to Miramar to brief the people setting up "TOP GUN."
My briefer said, "Well, you were flying the F-4?" "No." "Oh, the F-8?"
"No." "The A-4?" "No." "A-7?" "No." "Well, what the hell were you flying?"
"The Skyraider." Then his jaw went slack and his eyes got beady. They're
all the same. (See editorial comments below.)
Our squadron, VA-25, "The Fist of the Fleet," was the last operational
Skyraider attack squadron in the Navy. We were flying a 20-year-old design
that had been perfected about as far as the engineers could take it.
Everyone thought that our time was over as front-line attack. What
everyone forgot was that Ed Heinemann had mandated that the Skyraider not
only had to be able to carry that 2,000 pound bomb a thousand miles to
Tokyo and return to the ship, but that it also had to be able to defend
itself against air attack. We never forgot. Unfortunately, even Ed
Heinemann could not foresee SAMs. The Skyraider just did not have the top
end speed to evade them. In April 1968 VA-25 retired the Skyraider in
favor of the A-7 Corsair II. The aircraft and pilot, Ted Hill, that made
the last combat carrier landing led four A-7s in a flyby, broke off to the
east and disappeared out of our sight, but not our hearts. Ted flew it to
Pensacola where it resides in the National Museum of Naval Aviation in our
squadron colors. I flew six combat missions in that aircraft.
I flew as many hours in the A-4 Skyhawk as I did in the Skyraider and
later flew the A-7. I truly enjoyed my A-4 time and it became my favorite.
However, the Skyraider was something special. Even through my right leg
has shrunken to the same size as my left leg, the carbon monoxide is
cleared from my blood and the stack gas from my lungs, there is still that
feeling that the Skyraider was where I was meant to be.
One final note. The first flight of the Skyraider was on 18 March 1945, my
eighth birthday.
Editor: When news of the MiG shoot down arrived in VA-122, we fired off a
message to our sister RAG squadrons at Miramar - offering "our assistance
in improving their air-combat training." Another MiG shoot down by VA-176
on October 9, 1966 proved the ACM skill of SPAD pilots was not a fluke.
Shortly, we heard that Miramar would be the home of the new TOP GUN
School. What SPAD pilots had known all along really was important in
combat.
The Last Victory
By Paris Achen
Mail Tribune
August 11, 2005
Medford Oregon’s Jim Wise didn’t know when he launched his F-4 Phantom from the
deck of the USS Midway in January 1973 that he would help make
history.
Over the air control radio, U.S. Navy Lt. Jim Wise heard the unthinkable:
a North Vietnamese MiG-17 fighter aircraft was over the Gulf of Tonkin
while a Viet Cong delegation sat at the peace table in Paris.
"I couldn’t believe it," said Wise, a longtime Medford resident. "There
were only two other times during the Vietnam War when the North Vietnamese
sent fighters over the Gulf of Tonkin because they knew the sophistication
of our aircraft."
Wise, Lt. Victor Kovaleski, Lt. Pat Arwood and Ensign Lynn Oates of
Squadron 161 were sent out in two F-4 Phantom fighters from the USS
Midway aircraft carrier to intercept the MiG, a fast Russian-made
plane with heavy armament.
Little did they know they would accomplish the last air combat victory of
the war.
"It’s a testament to our superior training that we were able to do what we
did because MiGs turn so fast and if they don’t want to fight, they’ll go,
and you’ll never see them," Wise said.
Wise, a 1964 graduate of Medford High School, joined the military in 1968
after graduating from Oregon State University.
After training to be a naval flight officer at Aviation Officer Candidate
School in Pensacola, Fla., he served two stints in Vietnam: March to
November 1971 and April 1972 to March 1973.
He launched air attacks from the
Midway, including his historic run on Jan. 12, 1973.
Wise said on that day, he remembers flying through overcast skies, the hot
humidity heavy on his face.
"We caught up with the plane," Wise said. "It saw us and rolled behind us.
Then, it turned right and got in front of us. We hit it with a missile,
which hit the left tail. The second missile hit the tailpipe, and the
pilot ejected."
The memory of the victory is bittersweet, said Wise, now a 58-year-old
golf pro at the Rogue Valley Country Club.
Later, Wise found out the MiG had been targeting a U.S. Air Force C-130 in
the Gulf of Tonkin. Because of the actions of Wise and the other pilots,
the Air Force crew escaped attack by the MiG.
The pilot of the MiG was found dead in the gulf.
"You have an empty feeling," Wise said. "You know you did what you had to
do, but you know you shot somebody down. As I have gotten older, I have
had to deal with those things. It’s not a pleasant thing."
Fighter aircraft from the
Midway scored the first and last air combat victories of the
Vietnam War. The first was June 17, 1965, by Cmdr. Louis Page, Lt. John
Smith, Lt. David Batson and Lt. Cmdr. Robert Doremus.
In June, about 170 members of squadrons 21 and 161 held a reunion aboard
the
Midway on display at the San Diego Aircraft Carrier Museum to mark
the 40th anniversary of the first air combat victory.
"Both squadrons were assigned to the
Midway and they represent the start and end of the air war in
Vietnam," said Jack Ensch, one of the former airmen who organized the
reunion. "There is a lot of historical synergy there."
Ensch shot down two MiGs during the war and was a prisoner of war for
eight months in Hanoi, North Vietnam.
Wise and Ensch, good friends from the war, took a tour of the ready room,
where they spent much of their time on the
Midway, and visited with other friends they had made during the
war.
"The camaraderie developed in combat is unique to itself," Wise said.
In honor of the first and last victories, former airmen from the
Midway contributed $40,000 to restore one of the aircraft carrier’s
F-4 Phantoms, paint it with the Squadron 21 and 161’s colors and mark the
splitter plate with the names of the eight pilots. The plane was unveiled
at the museum during the reunion.
Wise said seeing his name on the plane gave him a sense of satisfaction
even though the historical significance of his success resulted from being
in the right place at the right time.
"Any naval officer could have done the same thing, but I happened to be
the last," Wise said.
Jim Wise, a longtime Medford resident, said
the memory of his historic victory is bittersweet.
“You know you did what you had to do, but you
know you shot somebody down,” he said.
Mail Tribune / Jim Craven
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