I guess I started this thread I need to post first. :
Pulled this out of my book. Griffiss AFB Section
TDY Minot AFB, ND
The day came when one of our satellite EWO Alert B-52 Bombers on alert at Minot Air Force Base, North Dakota had a number 3 engine generator failure. An aircraft electrician and a jet engine technician were tasked to fly on a KC-135 Tanker to Minot that evening. So, I volunteered after most everyone passed on the TDY assignment.
We were instructed to check out flight gear at the survival equipment shop and be ready to meet the flight crew at the scheduled time. Our toolboxes and parts would be already secured onboard the KC-135 Tanker for us.
I also wondered, and still do to this day as to why we had to fly from New York to North Dakota to repair a SAC B-52 on EWO Alert. Minot Air Force Base was a SAC base like ours and had B-52’s and jet engine technicians. All I was ever told was that it was our aircraft and we would fix it.
We arrived at the aircraft at the scheduled time, met the flight crew, and checked our tools and parts. All was secure and ready. We were informed that this was going to be a mission to Minot AFB and that we would be rendezvousing with a B-52 over the Great Lakes and performing an inflight refueling mission.
It was February, and at Griffiss AFB, NY it was about 60 degrees when we took off. The Mohawk Valley in central NY state was having an Indian Summer.
Engine start was normal without any problems. The aircraft taxied out and took off and climb into the clear western sky. Shortly after take-off the Inflight Refuel Boom Operator came back into the cargo area where we were. I asked him, “Would it be alright if I went back and observed the inflight refuel operation?” He said, “That would be fine, but I was not to touch anything or take any photo’s.”
We flew for maybe an hour and then the Boom operator said, “It’s time to put on our parachutes, helmets, & oxygen masks, as refueling operations would start in maybe 10 minutes”. We got all our flight gear on, secured, and checked. I then went back to the rear of the KC-135 Tanker to observe the inflight refueling of the B-52 Bomber. The night sky was clear with a ¾ moon so I could see the B-52 Bomber slowing approaching our tanker as the boom operator passed instructions to the B-52 Bomber Pilot.
As we streaked across the night sky, our two aircraft were maybe separated by 50 feet or less. Our two jet aircraft were connected by a long aluminum refuel boom tube that was transferring thousands of pounds of jet fuel from our KC-135 Tanker to the B-52 Bomber.
The Bomber disconnected several times from our refuel boom but always reconnected within a minute or two. Most of this connecting and disconnecting was for training and practice.
I do not recall how many hook-ups we made but after awhile the B-52 Bomber disconnected and dropped out of sight and went on its mission. Our KC-135 Tanker made a turn and headed west for North Dakota and Minot AFB.
As the sun rose I ventured up into the cockpit for a look around. The pilot informed us that we were over eastern North Dakota and the ground was white with snow. As we got closer to Minot Air Force Base we lost sight of the ground. The pilot advised us that there was a snow storm at the base and we would be landing in it before too long.
After awhile the crew advised us that we would be starting our descent into Minot through the storm, visibility was poor, and the flight into landing might get rough. We went back to our seats and secured ourselves, for whatever the storm had to throw at us.
I was surprised as the pilot brought our KC-135 Tanker in through the storm for a smooth landing. I was pretty happy and content until they opened the cargo door.
It was as cold as a north sea iceberg and when I inquired about the tempature the reply was, “Wind-chill factor of minus 52 below zero.” We were told to used our gloves and not to touch anything metal with our bare hands or skin. We were dressed in field jackets and liners. I was sure glad I’d chose to put on long thermo underware before we took off from Griffiss AFB. What a shocker, from about 60 degrees to –52 degrees.
I asked the maintenance supervisor who drove out to pick us up, “What hanger is our aircraft in?” He replied with laughter, “Hanger, it’s not in any hanger, its on alert status, parked out in the restricted alert area.”
I thought to myself, no wonder nobody else volunteered. I sure as heck would not have volunteered had I been told we’d be working in artic type weather.
First we were taken to the alert facility where we had breakfast with the alert flight crews. They always had the best chow on base and this morning was no exception. After breakfast we were give a metro step van and two local crew chiefs to help us. The wind and snow were blowing so hard you could not see 50 yards in front of you, but these two local troops found our aircraft. Because of the weather the 1or 2 hour job turned into a 4 hour job.
The electrician and I took turns working and then warming ourselves in the van. The two crew chiefs swapped off and on holding the heater duct and pointing it on our hands while we worked. It was a real experience, one job I’ll never forget.
We spent that night in the alert flight crew facility and flew back to Griffiss AFB and much warmer weather the next day.
I always loved getting up at 0 dark 30 at Tyndal and hustling to the line just to wait hours under the wing of the 141 until the pilots came off crew rest. 
