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Post by LBer1568 on Apr 19, 2013 5:47:17 GMT 9
But prior to the "Air Guard" goldplating, hundreds of mods had been incorporated to increase reliability. Back in olden days we had tons of poorly designed and built units. Pushed pins was an early fault of some units. We would pull racks and take backs off and look for connectors that had pushed out of sockets. The little snaps that were supposed to hold them in connector were poorly designed.
And the power system was rebuilt through mods as well.
Every mod increased MTBF and helped reduce downtime. But back in days of tubes in digital computer, I used to work "Quick-Fix" and had a set of cards for main failing units. Was it the 255 that was the big box? It always liked to blow filament in the tubes, so it would work when hot on ground, but fail at altitude when temps dropped. In those cases we would replace all units and run through mock-up and turn lights off to see if filaments lit. Great way to find bad tubes.
Ah those were the days by friends...
Another reason I cross-trained out of MA-1 and went into flight simulation.
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Post by Jim on May 14, 2013 11:46:16 GMT 9
Another version of the crew chief, as seen thru the eyes of an MA-1 WEEEEEENNNNNNNNIIIIIIIEEEEEEE  |
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Bullhunter
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Post by Bullhunter on May 20, 2016 2:12:15 GMT 9
What can you say. The rag-wrench. |
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Post by Bullhunter on May 20, 2016 2:30:40 GMT 9
Come-on guys, last story in here was 2013. We can do better.
True story about 1973:
Talk about a fuel leak.
Only one other incident comes to mind on the Norton Air Force Base flightline. It was a very quiet Sunday morning. Another airman and I were working on changing a jet engine Constant Speed Drive (CSD) and Electric Generator. Each jet engine has a CSD and it keeps the electrical generator turning at a constant speed no matter how fast the jet engine is operating, thus supplying a steady supply of electrical power to the aircraft.
As we worked the ground became wet and I assumed they were washing an aircraft up the line from us. The liquid ran faster and became a bit deeper, and I quickly noticed the smell of jet fuel. Without hesitation I ordered my co-worker (new airman) to run for safety and find a telephone and call for fire trucks.
I ran to the front of our aircraft and looked up the line of aircraft. The fourth aircraft up the line was pumping out fuel from the back of both wings. It looked like Niagara Falls! The MD-3 power unit was running and they were notorious for throwing sparks out the exhaust. The fear of exploding aircraft, fire, and burning to death welled up inside of me! We have all experienced at one time or another that "fight or flight response" it’s our body's primitive response that prepares the body to "fight" or "flee" from perceived attack, harm, or threat to our survival. It’s an adrenaline rush I will never forget.
I knew the fuel dump switches had been activated some how, even though they had switch-guards over them. But, I knew in an instant what I had to do, and must do. What made the situation worse was the MD-3 External Power Cart was running, so the fuel pumps were pumping the jet fuel out under pressure and it was common for these power MD-3 carts too throw sparks out of their exhausts.
I grabbed my communication headsets and took off on a dead run up the ramp through the jet fuel (splash, splash, splash) and boarded the leaking aircraft. Sitting at the flight-engineers table was a Staff Sergeant (SSgt) with the aircraft maintenance forms closed. I told him we had a massive fuel leak and I leaned over him and flipped the fuel dump switches down into the off position and then flipped the guards down over them.
I quickly jumped into the pilot’s seat and plugged in my headset, and called the control tower to declare a ground emergency, “Ground emergency, ground emergency, massive fuel spill, Bravo Ramp!” was my radio call. As soon as the control tower acknowledged my ground emergency call, I instructed the SSgt crew chief to kill the aircraft power and battery, and I'd shutdown the MD-3 external power unit.
As I reached the MD-3 and for its cutoff switch I stopped as my training reminded me that these MD-3's like to throw sparks especially on shutdown. So, I whipped off my fatigue shirt, cut-off the power unit, and quickly smothered the hot exhaust with my shirt. Preventing any sparks from reaching jet fumes or the fuel on the ground.
The Fuel spill was stopped, all power supplies cut, and the MD-3 operation shutdown. No explosion or fire. A line of five or six C-141 aircraft now secured and saved.
After the fire trucks arrived and started to wash the fuel away with water, the crew chief and I had a chance to talk. We believe that when he (the crew chief) was reviewing the aircraft forms he pushed the cover under the fuel switches. When he closed the forms; the raising of the form’s cover tripped the fuel dump switches. What was surprising to me was that these emergency fuel dump switch guards always had copper safety wire securing them down, thus preventing accidental activation of the dump valve and pumps. In this case the safety wire was missing off both switch guards.
Not a soul ever said thank-you, good job, and they wouldn’t even issue me another fatigue work shirt. I had to buy a replacement myself. Now, does that not stink or what?
Photo was maybe 30-40 minutes before the fuel leak.
This story is out of my book and is just one of many. The book is on a CD and if you are interest in a copy just message me. Its 315 pages with about 65 photos. Its copyrighted. Just $10 and that includes shipping and handeling. |
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Post by oswald on May 20, 2016 6:43:36 GMT 9
Reply # 18 from Bullhunter is interesting to flightline workers and other hands on wrench twisters. Bullhunters book has many interesting stories in it. I'm glad I purchased one. Oh, accumulators sometimes are bled down after a retraction or some other hyd shop's work and if the cc doesn't catch it may be a little embarrassing during a pilot and cc walk around. been there done that.
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Post by pat perry on Oct 3, 2022 5:22:48 GMT 9
Come-on guys, last story in here was 2013. We can do better.
True story about 1973:
Talk about a fuel leak.
Only one other incident comes to mind on the Norton Air Force Base flightline. It was a very quiet Sunday morning. Another airman and I were working on changing a jet engine Constant Speed Drive (CSD) and Electric Generator. Each jet engine has a CSD and it keeps the electrical generator turning at a constant speed no matter how fast the jet engine is operating, thus supplying a steady supply of electrical power to the aircraft.
As we worked the ground became wet and I assumed they were washing an aircraft up the line from us. The liquid ran faster and became a bit deeper, and I quickly noticed the smell of jet fuel. Without hesitation I ordered my co-worker (new airman) to run for safety and find a telephone and call for fire trucks.
I ran to the front of our aircraft and looked up the line of aircraft. The fourth aircraft up the line was pumping out fuel from the back of both wings. It looked like Niagara Falls! The MD-3 power unit was running and they were notorious for throwing sparks out the exhaust. The fear of exploding aircraft, fire, and burning to death welled up inside of me! We have all experienced at one time or another that "fight or flight response" it’s our body's primitive response that prepares the body to "fight" or "flee" from perceived attack, harm, or threat to our survival. It’s an adrenaline rush I will never forget.
I knew the fuel dump switches had been activated some how, even though they had switch-guards over them. But, I knew in an instant what I had to do, and must do. What made the situation worse was the MD-3 External Power Cart was running, so the fuel pumps were pumping the jet fuel out under pressure and it was common for these power MD-3 carts too throw sparks out of their exhausts.
I grabbed my communication headsets and took off on a dead run up the ramp through the jet fuel (splash, splash, splash) and boarded the leaking aircraft. Sitting at the flight-engineers table was a Staff Sergeant (SSgt) with the aircraft maintenance forms closed. I told him we had a massive fuel leak and I leaned over him and flipped the fuel dump switches down into the off position and then flipped the guards down over them.
I quickly jumped into the pilot’s seat and plugged in my headset, and called the control tower to declare a ground emergency, “Ground emergency, ground emergency, massive fuel spill, Bravo Ramp!” was my radio call. As soon as the control tower acknowledged my ground emergency call, I instructed the SSgt crew chief to kill the aircraft power and battery, and I'd shutdown the MD-3 external power unit.
As I reached the MD-3 and for its cutoff switch I stopped as my training reminded me that these MD-3's like to throw sparks especially on shutdown. So, I whipped off my fatigue shirt, cut-off the power unit, and quickly smothered the hot exhaust with my shirt. Preventing any sparks from reaching jet fumes or the fuel on the ground.
The Fuel spill was stopped, all power supplies cut, and the MD-3 operation shutdown. No explosion or fire. A line of five or six C-141 aircraft now secured and saved.
After the fire trucks arrived and started to wash the fuel away with water, the crew chief and I had a chance to talk. We believe that when he (the crew chief) was reviewing the aircraft forms he pushed the cover under the fuel switches. When he closed the forms; the raising of the form’s cover tripped the fuel dump switches. What was surprising to me was that these emergency fuel dump switch guards always had copper safety wire securing them down, thus preventing accidental activation of the dump valve and pumps. In this case the safety wire was missing off both switch guards.
Not a soul ever said thank-you, good job, and they wouldn’t even issue me another fatigue work shirt. I had to buy a replacement myself. Now, does that not stink or what?
Photo was maybe 30-40 minutes before the fuel leak.
This story is out of my book and is just one of many. The book is on a CD and if you are interest in a copy just message me. Its 315 pages with about 65 photos. Its copyrighted. Just $10 and that includes shipping and handeling.
Thanks,
Pat P.
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Post by Bullhunter on Oct 3, 2022 5:39:10 GMT 9
Come-on guys, last story in here was 2013. We can do better.
True story about 1973:
Talk about a fuel leak.
Only one other incident comes to mind on the Norton Air Force Base flightline. It was a very quiet Sunday morning. Another airman and I were working on changing a jet engine Constant Speed Drive (CSD) and Electric Generator. Each jet engine has a CSD and it keeps the electrical generator turning at a constant speed no matter how fast the jet engine is operating, thus supplying a steady supply of electrical power to the aircraft.
As we worked the ground became wet and I assumed they were washing an aircraft up the line from us. The liquid ran faster and became a bit deeper, and I quickly noticed the smell of jet fuel. Without hesitation I ordered my co-worker (new airman) to run for safety and find a telephone and call for fire trucks.
I ran to the front of our aircraft and looked up the line of aircraft. The fourth aircraft up the line was pumping out fuel from the back of both wings. It looked like Niagara Falls! The MD-3 power unit was running and they were notorious for throwing sparks out the exhaust. The fear of exploding aircraft, fire, and burning to death welled up inside of me! We have all experienced at one time or another that "fight or flight response" it’s our body's primitive response that prepares the body to "fight" or "flee" from perceived attack, harm, or threat to our survival. It’s an adrenaline rush I will never forget.
I knew the fuel dump switches had been activated some how, even though they had switch-guards over them. But, I knew in an instant what I had to do, and must do. What made the situation worse was the MD-3 External Power Cart was running, so the fuel pumps were pumping the jet fuel out under pressure and it was common for these power MD-3 carts too throw sparks out of their exhausts.
I grabbed my communication headsets and took off on a dead run up the ramp through the jet fuel (splash, splash, splash) and boarded the leaking aircraft. Sitting at the flight-engineers table was a Staff Sergeant (SSgt) with the aircraft maintenance forms closed. I told him we had a massive fuel leak and I leaned over him and flipped the fuel dump switches down into the off position and then flipped the guards down over them.
I quickly jumped into the pilot’s seat and plugged in my headset, and called the control tower to declare a ground emergency, “Ground emergency, ground emergency, massive fuel spill, Bravo Ramp!” was my radio call. As soon as the control tower acknowledged my ground emergency call, I instructed the SSgt crew chief to kill the aircraft power and battery, and I'd shutdown the MD-3 external power unit.
As I reached the MD-3 and for its cutoff switch I stopped as my training reminded me that these MD-3's like to throw sparks especially on shutdown. So, I whipped off my fatigue shirt, cut-off the power unit, and quickly smothered the hot exhaust with my shirt. Preventing any sparks from reaching jet fumes or the fuel on the ground.
The Fuel spill was stopped, all power supplies cut, and the MD-3 operation shutdown. No explosion or fire. A line of five or six C-141 aircraft now secured and saved.
After the fire trucks arrived and started to wash the fuel away with water, the crew chief and I had a chance to talk. We believe that when he (the crew chief) was reviewing the aircraft forms he pushed the cover under the fuel switches. When he closed the forms; the raising of the form’s cover tripped the fuel dump switches. What was surprising to me was that these emergency fuel dump switch guards always had copper safety wire securing them down, thus preventing accidental activation of the dump valve and pumps. In this case the safety wire was missing off both switch guards.
Not a soul ever said thank-you, good job, and they wouldn’t even issue me another fatigue work shirt. I had to buy a replacement myself. Now, does that not stink or what?
Photo was maybe 30-40 minutes before the fuel leak.
This story is out of my book and is just one of many. The book is on a CD and if you are interest in a copy just message me. Its 315 pages with about 65 photos. Its copyrighted. Just $10 and that includes shipping and handeling.
Thanks,
Pat P.
Thanks Pat P. for sharing it again. I was pretty pissed when I did not get anything and it was never mentioned in my APR. BTW I now transmit my book by e-mail. |
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Post by Bullhunter on Oct 3, 2022 7:41:57 GMT 9
Thought I'd post a quick story in here to give the tread another bump.
There has to be others in here with some stories from their USAF years. Come on don't be shy.
My class all graduated jet engine technical school and military assignment orders sent us all on our way. I volunteered for Vietnam and March AFB, California. I do not recall my third choice. My new assignment was the 63 Military Airlift Wing at Norton AFB, California. It was a Military Airlift Command (MAC) Base flying C-141’s and T-39 Learjet’s. I really wanted March AFB which was a Strategic Air Command (SAC) Base. Norton AFB and March AFB were only about 15 miles apart.
I was content with this assignment as my mother had a brother and sister in the Hollywood area. My Aunt Helen and Uncle Mike both lived several streets away from each other and I had not seen them since I was a young kid. Both lived in North Hollywood less than a two hour drive. My Uncle was an Air Force Veteran and flew on KC-97 Air-refueling Tankers during his military service.
I arrived at Los Angeles Airport in uniform and headed for the front door, My Aunt was waiting for me. All of a sudden, as I was hurrying along the lighting got bright, a voice yelled, “STOP AIRMAN!” Startled, I stopped and a man came up to me and informed me that I had walked across a movie set. He asked me to sign a release incase that take was going to be used in the film. I sign it and went on my way. I met my Aunt and I spent that Saturday and Sunday morning at her house. That afternoon she drove me out to Norton AFB.
The base was located on the south side of the City of San Bernardino with the San Gabriel Mountains on the north and east. Farm lands and orange groves were on the south side.
View of Norton AFB from the south. Circa 1972/73
My first summer there in 1972 I didn’t see the mountains for three weeks because of the smog. The local public schools had smog days where the students were not allowed outside because of the smog, but work continued out on the aircraft flightline. Norton AFB was not my favorite assignment, but I’m glad I was there and had the trainers and supervisors I had assigned to me.
I was assigned to the 63rd Field Maintenance Squadron and I was surprised when they asked me where I wanted to work. Wow! - Someone in authority was actually asking me my opinion or desire, not telling me what my opinion should be or what I should like. This was real refreshing. I responded by saying, “I’m a country farm boy and always enjoy the outdoors, so I’d like to work the flightline.” The next thing I knew they had someone from the flightline dispatch maintenance section escorting me down to the dispatch office to meet the Chief Master Sergeant in-charge.
The chief and I had a long discussion. He did most of the talking, and I listened. It was mostly all about safety, who was who in the squadron, location of other shops, working hours, etc. He said that I would be working with civilians and some of them were reservists. He then asked me, “What does this say?” as he pointed to the U.S Air Force tag on his uniform above his shirt pocked. I quickly replied, “Sir, United States Air Force”. He then went on and asked, “What is above your uniform pocket Airman Price?” I replied again, “United States Air Force, Sir”. Then he told me, “Get up and look out that window at the aircraft packed out on the Flightline – what do you see painted on the sides of them?” Again I replied, “United States Air Force.” He went on to say, “Your very observant and that is correct, and when you are working on a jet with a civilian you represent the United States Air Force, you are in charge – but listen to the civilians experience and direction, as you are responsible for the job.”
Within a few days I had my tools, and was out on the flightline working with other technicians. As a new trainee I was not allowed to work by myself. I needed more experience. As time passed I excelled and received several awards, including Airman of the month. I also remembered the stories told by our technical school instructors on how new airman had jokes played on them all the time. I kept on guard, always looking out for Sergeant’s trying to play jokes and games on me.
They were played, but that's for other stories.
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Post by Mark O on Oct 4, 2022 3:36:55 GMT 9
Worked for a SMSgt -- later Chief -- when I was an FE who absolutely hated the "leaking within limits" guidance in the TOs. Even though he was a former maintainer (like most of us), I tended to agree with him. Even when I was turning wrenches. I mean really, was that damn thing designed to leak when it was designed, and built? Unless it was the fuel tanks on an SR-71 while sitting on the ground, I doubt it. Many a time I saw maintainers spending time looking up the leak limits in the TO (or their personal cheat sheet/notebooks we all carried) when the same amount of time could have been spent literally turning a wrench on a B-nut, or other fitting and stopping the leak!
Ah well...
Mark O.
P.S. Doing well up here in Idaho. Getting things ready around the farm for the inevitable cold coming our way.
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Post by LBer1568 on Oct 4, 2022 11:20:31 GMT 9
Glad to see you back Mark. I had a dream about moving into high snow/extreme cold places. They I woke up in a sweat. lol Hope all goes well in your new/old life. Things here in Ohio/WPAFB are good, I actually had to fire up my snow blower last season...Once. Almanac says we should be prepared for heavy winter.
I miss going deer hunting since I got older and less mobile. I used to see a lot of small brown bears in southern Ohio.
Time to share some C-130 Iraq stories with us old guys,
Lorin
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Post by pat perry on Oct 5, 2022 3:44:46 GMT 9
Worked for a SMSgt -- later Chief -- when I was an FE who absolutely hated the "leaking within limits" guidance in the TOs. Even though he was a former maintainer (like most of us), I tended to agree with him. Even when I was turning wrenches. I mean really, was that damn thing designed to leak when it was designed, and built? Unless it was the fuel tanks on an SR-71 while sitting on the ground, I doubt it. Many a time I saw maintainers spending time looking up the leak limits in the TO (or their personal cheat sheet/notebooks we all carried) when the same amount of time could have been spent literally turning a wrench on a B-nut, or other fitting and stopping the leak!
Ah well...
Mark O.
P.S. Doing well up here in Idaho. Getting things ready around the farm for the inevitable cold coming our way.
I remember reading one of our 61,821 posts of the F-106 Forum. Can't remember who posted it or what type aircraft it was but it had to do with liquid coming out of a drain port.
The story said that the pilot came to do his preflight walkaround and the crew chief was standing nearby. The pilot touched the liquid, rubbed it between his fingers, sniffed it, and placed some on his tongue. Then he said Sargent what is this? The Sarge replied, "That Sir is piss". I almost fell out of my chair laughing.
I have tried to find that post with no luck... yet. So, I did a search on piss using the F-106 Forum search bar and the right-hand button. I came up with every post that contained the word piss in yellow highlight. There were hundreds of them. We all used this word in our posts over time.
One night at Tan Son Nhut Air Base 1968 (Tet Offensive) I (Pat P.) was sent to Pleiku on a C-130 with an engine bleed air valve. They dropped me off and the C-130 continued its mission. The C-130 on the ground was the only one left. The gunfire at the perimeter was very heavy. I told the crew chief I would change the valve on engine #3 and signal him to zero pitch the prop and fire the engine up. He did and my leak check of the Marmon clamps was good. He cut the engine and I told him to give me a few minutes to attach, and safety wire the metal clamp covers. The gunfire was a little quieter now and he said bring the covers down with you and I will put them on when we get back to Saigon. He said we have to leave in a few minutes, we have cargo. When I climbed down there were 4 body bags and me and we took off. They had to get the body bags back to the morgue in Saigon for transit back home to their families. I said a prayer for my safety and for my four fallen brothers in the cargo bay.
One great thing is that we have a place to share our memories whether they made us laugh or brought tears to our eyes.
Pat P.
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Post by Mark O on Oct 6, 2022 2:42:50 GMT 9
I don't specifically recall seeing a pilot put his fingers in ANY fluids on the ground, and most that I dealt with knew what "crew chief fluid" was! As an FE, probably the most interesting fluid I ever saw on the ground was a lot of blood on the tarmac at the base of the entry steps as I arrived to load my gear, and preflight my Herc. (Over in Kuwait.) It was still wet, and as I looked at it, one of the crew chiefs told me I just missed the ambulance taking his assistant to the clinic. The kid fell from the cockpit all the way down the steps, and cracked his head open! They said he was fine! Got a photo somewhere. (Of the blood; not the kid!)
I certainly had plenty of blood spill from my body on the flight line, but never enough to leave a puddle!
Mark O
P.S. Yea, my crews and I flew a few "Angel Flights" over in the desert. Usually we would fly the caskets down to Doha, Qatar for transfer to a civilian aircraft, but occasionally a C-17. Had a loadmaster that would always have a rough time when we did those missions. The most unusual was once in Baghdad. We had a small ceremony, and loaded a single coffin on board. As the loads were taking care of strapping it down, the chaplain came up to me, and said, "We're really not sure how many bodies are in that casket, but we think there are three of them." I have NO idea why he felt it was important to tell me that. I told the rest of the crew when we were in flight. Everyone thought that was strange. Only once did we ever carry a body bag, and that was an Afghan soldier. All they had was a GI stretcher to put him on, so that is what the loads strapped down. As I recall it was a pretty "sporty" airfield, and we had to do an assault landing, and take-off.
Some days were tougher than others... |
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Post by Bullhunter on Oct 6, 2022 8:18:57 GMT 9
Too many stories and now & then get them mixed up in old memories.
This one I copied and pasted out of my book below. Prop leak.
I‟d spent about six months serving and repairing the turbo-prop engines on our OV-10A
aircraft and it had come to pass when I was sent on a flight to repair one. I wasn‟t thrilled
about working on aircraft with propellers. My Air Force Specialty Code (AFSC) was Jet
Engines. That was my career-field. But behind the prop was a jet engine. We also learned
to service, repair, and change the prop blades.
Often one of our aircraft would break down at a NATO Air Base in Europe, and one of us
technicians would be sent in the co-pilots back seat to repair the other aircraft.
I was six plus hours into an eight hour shift when I was pulled of the flightline and sent
on an aircraft repair mission to a place call Bierset Air Base, in Belgian. This was my
first flight in an OV-10A Bronco aircraft. After I passed through the Survival Shop and
got my oxygen mask and flight helmet fitted I was taken out to the aircraft and dropped
off. My tool box and spare parts were there and waiting. The crew chief and I secured
them in the back of the aircraft.
Within 15 minutes the pilot was dropped off. He was a 1st. LT. whom I had never before
noticed around the flightline, and wondered how new he was to flying, and his flight
experience in this Vietnam era aircraft.
We did the walk around together and he inquired about the aircraft I was going to repair.
I told him it was reported as a fairly large prop leak. That my tool box, parts, and special
equipment were already secured in back.
We took-off and he was a smooth flyer and the weather was excellent. About 40 minutes
out we were flying above, and down a large valley. I was looking around and had my
camera ready to shoot some pictures of castles we might pass. As we flew I looked
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Post by pat perry on Oct 7, 2022 4:09:48 GMT 9
Gary, did you get to copy and paste the whole chapter in here? It looks like some words were missing at the end.
After your great set up to the story I just wanted to make sure the ending was included.
Thanks,
Pat P.
Gary Wrote:
Too many stories and now & then get them mixed up in old memories.
This one I copied and pasted out of my book below. Prop leak.
First OV-10A Bronco Flight
I‟d spent about six months serving and repairing the turbo-prop engines on our OV-10A aircraft and it had come to pass when I was sent on a flight to repair one. I wasn‟t thrilled about working on aircraft with propellers. My Air Force Specialty Code (AFSC) was Jet Engines. That was my career-field. But behind the prop was a jet engine. We also learned to service, repair, and change the prop blades.
Often one of our aircraft would break down at a NATO Air Base in Europe, and one of us technicians would be sent in the co-pilots back seat to repair the other aircraft. I was six plus hours into an eight hour shift when I was pulled of the flightline and sent on an aircraft repair mission to a place call Bierset Air Base, in Belgian. This was my first flight in an OV-10A Bronco aircraft.
After I passed through the Survival Shop and got my oxygen mask and flight helmet fitted I was taken out to the aircraft and dropped off. My tool box and spare parts were there and waiting. The crew chief and I secured them in the back of the aircraft.
Within 15 minutes the pilot was dropped off. He was a 1st. LT. whom I had never before noticed around the flightline, and wondered how new he was to flying, and his flight experience in this Vietnam era aircraft.
We did the walk around together and he inquired about the aircraft I was going to repair. I told him it was reported as a fairly large prop leak. That my tool box, parts, and special equipment were already secured in back.
We took-off and he was a smooth flyer and the weather was excellent. About 40 minutes out we were flying above, and down a large valley. I was looking around and had my camera ready to shoot some pictures of castles we might pass. As we flew I looked around the country side as the cows and small European towns on the hill sides below passed under our aircraft‟s wings. It was not to long before I noticed that I was not looking down at this beautiful valley and hillside anymore, but level with it.
The horizon was above us now and that worried me. We‟ve all had that feeling before when something did not seem right or felt odd. “Doom was close at hand.” Well, I had that feeling in a big way. So I decide to see what was going on in the front pilot‟s seat. I could not see above the ejection seat in front of me as the seat belt and harness was very tight holding me down. I loosened the straps a bit and pushed up to look over the seat. I still could not see much but what I did see made all the hairs stand at attention on my body. All I saw was the top of an air navigation map. Above that was all green around us.
We were flying down a valley and coming to the end of it, and my pilot had a map in front of his face. Pilots of T-33 jet trainers, at my last base had often given me and other technicians the control stick on flights. I‟d also flown in several private aircraft and had some experience with the thrill of flight control. Not knowing if I had the time to contact the pilot over the aircraft intercom and get his attention to avoid a sudden ground impact or not, I decided to act.
In a flash of a second with one hand I pulled the control stick back and with the other hand advanced the throttles. We zoomed up above the horizon and I flicked the intercom switch and yelled trees. Just as the stall warning buzzer sounded I pushed the stick forward some and the warning buzzer stopped.
I then quickly contacted the pilot by intercom and asked, “Do you have control of our aircraft!” He said “Yep,” then I asked, “What was going on up there?” He said he took a few seconds to check our position on a map and had the control stick between his knees for a few seconds. We found the Bierset Air Base and the pilot made a nice smooth landing and taxied over to the aircraft I was to repair. A Major and a Captain were waiting.
My pilot said, I‟ll wait for you till you fix the aircraft.” I responded, “By the amount of hydraulic fluid in the drip pan on the ground under the prop it would take me several hours.” I suggested, “If the Major or Captain want to get back to home base quicker I'd fly back in the repaired aircraft.” That sounded good to them as they were grounded there over night. The captain flew back with the 1st Lt.
I never talked about that flight with anyone. We all have had bad days on the job, and our co-workers have helped us when in need. If you have a bad day flying it could cost you your life. When flying all the crew members are one team, no matter your rank, weather pilot, or maintenance. You are in the same aircraft and what happens to one happens to all.
The end
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Post by Bullhunter on Oct 7, 2022 5:28:06 GMT 9
You are correct Pat, something screwed up and I assumed it posted OK.
Quite a bit of the story is missing.
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Post by pat perry on Oct 8, 2022 4:27:43 GMT 9
You are correct Pat, something screwed up and I assumed it posted OK.
Quite a bit of the story is missing. Gary, I use Font Size 4 which is 14-point font. This works pretty good for all of us older folks who wear reader glasses to see close up. Go ahead and post your chapter again. Since your book has formatted text, it makes large spaces between sentences and paragraphs, especially when using larger fonts and custom Fonts. When you use Font Size 4 to copy and paste your chapter and save it, it will show exactly what you posted before you add it to the Forum. Before you post that chapter, you may have to edit it to remove some of the large format spaces between sentences and paragraphs. This will make the entire chapter fit into one post. Then you can save the edit and see it in the Recent Posts page. This is a pain in the butt, but it allows us to use custom fonts and formatting when we choose to do so. If you want to, send me an email of this entire chapter and I will post it for you. I have over 500 CDs & DVDs and I can't find your book yet or I would copy and paste that chapter. I get over 300 emails per day and most of them are Scammers or Hackers which I can identify, block, and delete. The Internet has become a dangerous place these days. Thankfully, Pat McGee has made ProBoards Forums work for us when we want to learn and use the features in our posts. Thanks, Pat P. |
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Post by pat perry on Oct 13, 2022 5:57:36 GMT 9
Gary, did you get to copy and paste the whole chapter in here? It looks like some words were missing at the end.
After your great set up to the story I just wanted to make sure the ending was included.
Thanks,
Pat P.
Gary Wrote:
Too many stories and now & then get them mixed up in old memories.
This one I copied and pasted out of my book below. Prop leak.
First OV-10A Bronco Flight
I‟d spent about six months serving and repairing the turbo-prop engines on our OV-10A aircraft and it had come to pass when I was sent on a flight to repair one. I wasn‟t thrilled about working on aircraft with propellers. My Air Force Specialty Code (AFSC) was Jet Engines. That was my career-field. But behind the prop was a jet engine. We also learned to service, repair, and change the prop blades.
Often one of our aircraft would break down at a NATO Air Base in Europe, and one of us technicians would be sent in the co-pilots back seat to repair the other aircraft. I was six plus hours into an eight hour shift when I was pulled of the flightline and sent on an aircraft repair mission to a place call Bierset Air Base, in Belgian. This was my first flight in an OV-10A Bronco aircraft.
After I passed through the Survival Shop and got my oxygen mask and flight helmet fitted I was taken out to the aircraft and dropped off. My tool box and spare parts were there and waiting. The crew chief and I secured them in the back of the aircraft.
Within 15 minutes the pilot was dropped off. He was a 1st. LT. whom I had never before noticed around the flightline, and wondered how new he was to flying, and his flight experience in this Vietnam era aircraft.
We did the walk around together and he inquired about the aircraft I was going to repair. I told him it was reported as a fairly large prop leak. That my tool box, parts, and special equipment were already secured in back.
We took-off and he was a smooth flyer and the weather was excellent. About 40 minutes out we were flying above, and down a large valley. I was looking around and had my camera ready to shoot some pictures of castles we might pass. As we flew I looked around the country side as the cows and small European towns on the hill sides below passed under our aircraft‟s wings. It was not to long before I noticed that I was not looking down at this beautiful valley and hillside anymore, but level with it.
The horizon was above us now and that worried me. We‟ve all had that feeling before when something did not seem right or felt odd. “Doom was close at hand.” Well, I had that feeling in a big way. So I decide to see what was going on in the front pilot‟s seat. I could not see above the ejection seat in front of me as the seat belt and harness was very tight holding me down. I loosened the straps a bit and pushed up to look over the seat. I still could not see much but what I did see made all the hairs stand at attention on my body. All I saw was the top of an air navigation map. Above that was all green around us.
We were flying down a valley and coming to the end of it, and my pilot had a map in front of his face. Pilots of T-33 jet trainers, at my last base had often given me and other technicians the control stick on flights. I‟d also flown in several private aircraft and had some experience with the thrill of flight control. Not knowing if I had the time to contact the pilot over the aircraft intercom and get his attention to avoid a sudden ground impact or not, I decided to act.
In a flash of a second with one hand I pulled the control stick back and with the other hand advanced the throttles. We zoomed up above the horizon and I flicked the intercom switch and yelled trees. Just as the stall warning buzzer sounded I pushed the stick forward some and the warning buzzer stopped.
I then quickly contacted the pilot by intercom and asked, “Do you have control of our aircraft!” He said “Yep,” then I asked, “What was going on up there?” He said he took a few seconds to check our position on a map and had the control stick between his knees for a few seconds. We found the Bierset Air Base and the pilot made a nice smooth landing and taxied over to the aircraft I was to repair. A Major and a Captain were waiting.
My pilot said, I‟ll wait for you till you fix the aircraft.” I responded, “By the amount of hydraulic fluid in the drip pan on the ground under the prop it would take me several hours.” I suggested, “If the Major or Captain want to get back to home base quicker I'd fly back in the repaired aircraft.” That sounded good to them as they were grounded there over night. The captain flew back with the 1st Lt.
I never talked about that flight with anyone. We all have had bad days on the job, and our co-workers have helped us when in need. If you have a bad day flying it could cost you your life. When flying all the crew members are one team, no matter your rank, weather pilot, or maintenance. You are in the same aircraft and what happens to one happens to all.
The end
I saved your PDF file from your book on DVD and exported it to Microsoft Word which I will email to you just in case you ever want to make any edits for your book and save it as a PDF file.
Your book was 123,613 words. Your article "First OV-16A Bronco Flight" started on page 144 of 315 pages. Don't be surprised if the MS Word version shows a few typos since the conversion process from PDF to MS Word is never a smooth one because the versions are different as time goes on.
I wish more of us would write books about our experiences in the Military for the benefit of our kids and grandkids.
Thanks,
Pat P.
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