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Post by pat perry on Feb 6, 2017 6:23:55 GMT 9
This is a special tribute to all our buddies in the aircraft maintenance career field: Crew Chiefs, Phase Docks and Alert.
They had to work outdoors in the heat, cold, wind, and rain or in a hangar and put in work orders to us shop guys: Radar, comm-nav, avionics, instruments, electrics, MARS, AGE, armament, hydraulics, egress, sheet metal, paint and others, who were waiting for work in a temperature controlled shop.
They also had to put up with their peers pulling pranks on them, like bolting their tool box to the floor of the flight line trailer when they left it unlocked. Sometimes the Air Police (APs) spread eagled them on the ground when they lost or misplaced their line badge. And sometimes they "accidently" blew over the AP guard shack during an engine run up. There are a thousand more stories we've never heard before, so let's hear them on the forum.f-106deltadart.com .
Joe Doc Tetreault of Jacksonville, FL does military graphics on a FaceBook page called USAF Cold War Veterans. Here are two he recently posted that reminded me we needed to recognize our aircraft maintenance buddies. Pat P.
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Post by Bullhunter on Feb 6, 2017 13:17:23 GMT 9
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Post by lugnuts55 on Mar 8, 2017 7:38:34 GMT 9
Thanks to Gary for starting this thread. It should bring out some stories from those of us who have forgotten some parts of our time in the Air Force.
I don't know why I thought of this one but I was sitting in the flight shack at Minot one very cold winter day. Everything that was going to fly was launched and we were all there have coffee and trying to stay warm. There is always one guy who is the life of the party. Our guy was named John. The subject of passing gas somehow came up. Probably because one of the guys had just done that. Well, John got down on the floor on his back and pulled his legs up as high as he could and with his cigarette lighter, lit a particularly long and nasty fart. I had never seen anything so funny in my life up to that point. I was 21 years old but had apparently led a sheltered life. I laughed so hard that I started gasping for breath. I never will forget that moment. I can't say it was a highlight of my AF time but it was a good time. By the way, the flame was about three inches long. It was a human afterburner.
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Post by Gene on Mar 8, 2017 8:21:18 GMT 9
thank God it wasnt 'the' high light... but things like that is what brings a smile to your face, 40 or so years down the trail... and im always thanking God for the expertise and professionalism of our maintainers...  |
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Post by Bullhunter on Mar 8, 2017 10:50:09 GMT 9
pix host
Here is a picture of one of my young jet engine troops on the Zaragoza AB flightline. I just happened to have my camera in hand and caught him. He and I had a talk at the end of the shift. My last comment to add a bit of humor was, "You need to learn how to clean your ass better."
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Post by MOW on Mar 10, 2017 17:09:19 GMT 9
Joe Tetreault has done some pretty nice work that he posts on Facebook.
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Post by Bullhunter on Mar 21, 2017 15:18:03 GMT 9
Another story out of my CD Book.
Griffiss Air Force Base, NY 1974.
That same winter I was tasked to remove and replace an inboard bleed valve assembly on a B-52 Bomber. It was chilly out, and I was dressed warm. But, the bleed valve was in a narrow place and difficult to get to. It was evening shift and the time was about 10:30 or 11:00 PM and I’d been at this job for hours. The bomber was scheduled for a training mission that next morning. Maintenance supervisors stopped about every 30 minutes interrupting me by asking for an Estimated Time of Completion (ETOC). I was down to safety wiring the mount bolts when once again I heard, “Sgt, what’s your ETOC?” That was the last straw and I was riled up. I snapped back and said, “If you damn people would just leave me alone I might just finish this job before sunrise!” The voice replied in a very calm and caring tone, “Sgt, what can I do to assist you?”
I pondered to myself, “Wow, some one wants to be out in this chilly weather and help me.” I turned around to see my maintenance squadron commander (Lt. Colonel Slauson) standing there shivering.
I believe I stood there with my mouth hanging open for a few seconds with that, Oh crap look on my face. I quickly added, “I’m very sorry Sir, did not know it was you!” All I remember him saying is, “I’m sure, so what can I do to help?”
I asked him, “Could you just hold this flashlight for me and I can have this job done in maybe 10 minutes or less.” He did, I thanked him, and he bid me a good evening and drove off after we finished the job.
I believe Lt. Col. Slauson was out checking the flightline, because a few weeks prior some crew chiefs were towing a B-52 Bomber on a foggy evening. An Aerospace Ground Equipment (AGE) tractor driver was towing some AGE equipment when he drove into a B-52 Bomber’s wing tip and did some major damage. The AGE driver said he never saw the red wing tip navigation light in the fog and accused the crew chiefs of not turning on the wing tip NAV lights. Of course when the higher up supervisors arrived the other wing tip light was on. It was possible that the bulb burned out after the aircraft tow began. But there should have been wing walkers with flashlights on that foggy evening. I never heard what came of that accident.
If you would like a copy of my CD Book just message me. Its 315 pages with lots of photos and it is copyrighted.
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Post by pat perry on Mar 23, 2017 1:16:50 GMT 9
Thought this would be a good thread to post this. Pat P.
Message from Bobski: All F106 Troops,
Received an email about the passing of James R. Cook from his brother. See below. Rest In Peace Jim.
Bobski
Just a short e-mail in memory of my older brother, James R Cook. He was in 66-70, an F106 aircraft electrician, trained at Champagne IL (I think), and was stationed at Paine Field WA at first. I was in the Air Force at the same time, as a Weapons Control Radar tech on F101s at Hamilton AFB CA. When our birds were transitioned to the Guards, I was sent to Clark AB, PI on F102s, and big bros outfit came to Hamilton to replace us. After discharge, he went on to get his aeronautical engineering degree at Wichita State, and worked for Pratt and Whitney in Connecticut for awhile, then worked for Sundstrand in Rockford IL. Passed away Oct 2014 in San Angelo TX. We were from Kansas. Little brother also served in Air Force. Thanks for listening, someone might remember him
dcook9135 at Gmail dot com
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Post by LBer1568 on Jun 16, 2018 23:14:35 GMT 9
Gary, When I was stationed at McGuire AFB NJ in 1964 they had a full wing of the C-118 and they were the main aircraft to fly back and forth to USAFE. I never worked on one as we had an ADC Tenant Squadron, the 539th FIS. Lorin
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Post by Bullhunter on Oct 1, 2018 8:52:01 GMT 9
Well, I guess it was about 1990 and a few jets were coming in for the weekend. This F-16 landed and TA parked it. We had some wicked looking clouds blowing in. I was the Squadron Production Superintendent and had our maintenance supervision pick-up truck.
The F-16 pilot climbed down out of the cockpit, so I drove over, asked him if I could radio in and get him a crew-bus to take him to base ops. He quickly lashed out at me & says, "I'm an pilot not a crew and don't want a bus!" I replied respectfully, "Yes sir, as you wish." As he walked away lugging his flight gear the TA worker and I looked at each other and just shook our heads.
Then all of a sudden the clouds opened up with a down pour. I drove off in the opposite direction and so did the TA worker and his vehicle.
I know that pilot was soaked to the bones before he got to base ops and shelter.
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Post by Bullhunter on Feb 7, 2019 4:10:40 GMT 9
On Facebook there was a thread about 12-16 hour shifts. Folks were telling their stories so I add this one. I copied it so I could share it. Don't want all those key strokes to be wasted on one thread story. I think I was a 2 stripper and a brand new 5 skill-level. Hope you enjoy it.
One shift I often remember when this hourly shift subject pops up is. Worked my 8 1/2 hour shift and was securing my tool box when I was stopped by the Chief. He told me to take my tool box and the truck would take me out to the aircraft (C-141) as I was going TDY to fix a C-141 at Corpus Christi, TX that had an engine that would not start. I informed the Chief that I had worked through lunch and skipped breakfast. He said no problem the a box lunch would be brought out to the aircraft for me to eat on the flight. We flew from Norton, CA to Corpus Christi, but I don't remember how long it took. Well in flight I discovered my box meal never made it onto the aircraft. I was not happy. We landed and the aircraft I landed on took off and left me. Across in the next parking spot was another one of our C-141's with three of its 4 engines running. All that was needed was for me to pull out the ignition tube out of the exciter box which only takes maybe 2 minutes. The flight engineer came up and told me they were ready to go and #4 engine was the problem. We were parked next to Base Ops and I told the Flight Engineer I was sick and hadn't eaten all day, it was already pitch dark. I told him I'd be right back after I got a candy bar or two out of a vending machine. He said the aircraft was ready to leave. I said a few minutes isn't going to make a difference, but if your in that big a hurry he is my tool box and a box with a new igniter tube. Of course the candy machine was out of order and the young sailor on duty said it was the only one. I hurried back out to the aircraft and all 4 engines were now running and we took off for Norton, CA. During the flight I picked up the igniter parts box and discovered it had not even been opened. About 30 minutes later that flight engineer came back into the cargo area where I was and tried to chew me out & threatened to file a complaint about me. I just reached over and picked up the box and said, Well then Sarge how are you and the crew going to explain how you started the #4 engine to the DCM (Deputy Commander for Maintenance) without using the new igniter tube, because this parts box has never been opened. Back at home base I told the Chief the whole story and gave him the unopened part box. He told me this happens sometimes when a flight crew wants to spend time some place and have a good time. Over 24 hours had passed and I headed for the chow hall. There was never any complaints. Then there was the 8 months, 6 days a week, of 12 hour shifts at McChord for a Urgent TCTO on C-130 engine kit beams. The was 72 hour weeks. Some times the hours and even days are long.
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Post by LBer1568 on Feb 7, 2019 12:52:08 GMT 9
While we were TDY to Osan Korea back in 1968 we worked two shifts a day. 12 hours each. We were also on 7 days a week schedule. Once while I was there for the 6 month tour we got a three day pass and bus trip to Walker Hill Resort in Seoul. We got to eat good, drink a lot and play in the casino. I played some black jack and won some ungodly amount. But we couldn't exchange Won for MPC., Well only what our monthly take home pay was. And since mine went to wife and kids back at Tyndall, I couldn't exchange much. So I bought some clothes etc to take home for family. I also played in higher stakes blackjack games in dorms.
We all probably have war stories of long shifts and C-Rations. We got the C-rations by the case both at flight line shop and in barracks. They still had the three packs of cigs in them. Lucky we had BX and could buy hot sause. That made the c-rations taste a little better.
Lorin
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Post by biendhoa on Feb 8, 2019 4:32:40 GMT 9
I was TDY with the 48th also I was lucky got to stay at Naha Okinawa for the six months. We had no shifts came and went as we pleased . the same here on the pay also I played the slots and pin ball machines for money got pretty good at it made enough to have a good time while I was there. In 1968 Okinawa was under USA military rule so no yen just good old green backs. Only had one work order the whole six months I was there Osan sent the B model down to Naha with a electronic cooling light on that the lazy ass 48th M/A troops could not fix . It was a bad Turbine cooler frozen the in the minimum flow Changed the T/Cooler cleared the write up and sent it back to Osan The same day.
Jay.
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Post by LBer1568 on Feb 8, 2019 6:29:26 GMT 9
When I went TDY from Tyndall I first went to Naha and worked 2 weeks in MA-1 25 hour inspections. But they realized I would be better suited to launching jets at Osan so I caught the C-130 milk run from Naha to Osan. Spent the remaining time there. I arrived about 3 weeks after 318th got to base so my 6 months wasn't up and they kept me until it was. So I worked for MSgt Chaney in MA-1 Flight Line shop until my TDY was up.
Lorin
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Post by biendhoa on Feb 8, 2019 11:03:41 GMT 9
I was stationed at Tyndall from August 1959 till July 1963 went to Bien Hoa Vietnam . Came back to Tyndall august 1964 was there till December 1968. do you remember the trouble we had with the 106 B electronic cooling system ? Had little to none with the A model.
Jay.
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Post by Gene on Feb 8, 2019 14:27:14 GMT 9
 good stories...
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Post by LBer1568 on Feb 8, 2019 23:45:55 GMT 9
I remember I had to pull the "Coffin" rack, the MA-1 Electronics rack between front missile rails so they could clean A/C filters. That was some hard work. At least they were always in hanger when we had to Remove/reinstall them.
I was TDY to Tyndall 5 times between 1964-June 1967 when I went PCS there. I left Dec 1970 to cross train out of MA-1 into Flight Simulation.
Lorin
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Post by Bullhunter on Jul 6, 2019 4:53:48 GMT 9
I think this thread needs a boost so I'm copy & pasting one of the short stories out of my book that is on CD. Sorry the pictures will not copy & paste along with the text.
T-33 Flight to Kingsley Field, OR.
Circa: 1977
These things seem to always happen late of a Friday afternoon when you have a fishing or hunting trip planned for the weekend.
Word came down that an F-106 that was on alert status at Kingsley Field, OR had landed after a scramble, and its jet engine flamed out after it turned off the runway onto the taxiway. It was then towed to the alert barn and they could not get it restarted.
My boss told me that I could go on a flight down to Kingsley Field to troubleshoot it, and hopefully fix it. I was suppose to fly down in our F-106B (dual cockpit) Interceptor. I was never one to turn down a flight in one of our aircraft so I said, “Sure I’ll go”. I figured, sure a quick flight down and I’ll do my stuff and fly back. Then they hit me with it. “Your take off time is 0900 hours (9:00AM) tomorrow morning.” I thought to myself, “Oh crap, there goes the weekend trip, damn the bad luck.”
It was time to get prepared for the flight and fitted for some flight gear. So off to survival equipment shop I headed for a helmet, oxygen mask, flight gloves, etc. It didn’t take me long to realize I was going to be getting home late that day. It took several tries with different oxygen masks to get one to fit without leaking in the corner of my eye. After the 3rd or 4th mask I told the survival specialists that, “This oxygen mask is good enough.” He then asked, “Does it leak?” I responded, “Just a little.” He quickly responds, “Then it’s not good enough.” I looked the young airman in the eye and I guess he could tell I (SSgt) was getting a bit ticked off with the whole thing.
The airman then said, “Sergeant, if you need to fly any length of time on oxygen then an oxygen leak in the corner of your mask will dry out your eye.” Well, I relaxed and he found a mask and made several adjustments to it so there were no leaks. I got my gear together and thanked him, and he wished me a safe flight.
I drove past the squadron and our flightline on my way home I noticed the F-106B (two seater) was sitting on the flightline and some troops were around it. This likely meant we were flying it to Oregon in the morning. I was finally going to fly in an F-106A. My need for speed and G-forces was going to be satisfied at last.
Next morning (Saturday) I got out to the squadron early with my gear and got a toolbox. I walked out onto the flightline and the F-106B was gone! Then a crew-chief next to a
T-33 started to wave me his way, so I went over to him. He took my toolbox and secured it in a travel pod hung under the wing. I was just thinking, “Where the heck is the
F-106B” when the Squadron Commander (CO) walked out of the squadron operations building. Then my thought changed to, “Damn, I should have gotten a haircut yesterday or the day before.” I figured a Lieutenant or Captain would be doing this weekend hop to Oregon.
The commander and I greeted each other and I asked, “Sir, why are you flying on a weekend.” He said, “It will give me the opportunity to drop in and visit the troops at our alert detachment at Kingsley Field.” He added, “We were going to take the F-106B but maintenance defueled it and towed it in the hanger last night to get it ready for its phase inspection starting Monday.” All I could say was, “Damn!”
Then the talk turned to getting ready for departure.
We did our safety briefings on the T-33, which I had heard many times before. Talked about possible emergencies that might require us to eject, and if so, how we would do it.
Everything was normal, engine start, taxi, take-off and the flight down to Kingsley Field.
As the flight time passed all I was thinking about was that we could be flying at several hundred knots faster than we are now.
We passed over the Columbia River between Washington and Oregon, and then passed Crater Lake which was not to far from Klamath Falls were Kingsley Field was located.
The CO pilot said, “We’re over the field, going to land, get ready.” I looked around and we must have been flying at least 8,000 feet when the jet rolled over upside down and we started downward. First this way, than that way, then back again, circling and circling or doing some kind of figure 8’s above the field loosing altitude with each turn. I was wondering if the travel pod and my toolbox were still attached to the jet or would it beat us to the ground.
My boss had made arrangements for the F-106 with the flameout to be relocated to the trim pad and secured down with the run-up cables, and for the wings to be fueled only. To leave the drop tanks empty.
After landing I got my toolbox and a few maintenance troops and I drove out to the trim pad to try and run-up the jet engine. I did all my pre-run checks and then climbed into the cockpit. The troops with me stood as fireguard and observer. The ground support equipment was connected to the aircraft and I selected start. The engine compressor started turning as I saw the rise in RPM’s and oil pressure on the cockpit gages. I advanced throttle and the Exhaust Gas Temperature (EGT) started to rise on the gage. Shortly the engine was operating normally in idle setting. So far so good I thought as I watched all the cockpit gages and instruments for about 5 minutes.
I instructed the ground support troops to remove the equipment and I closed the cockpit canopy. Things then got a little quieter with the canopy closed. I was in voice communication with one of the technicians on the ground and told them I was going to 50% power for a few minutes. We sat at 50% part power for several minutes and watched everything. I asked the ground technician if he noticed any fuel leakage realizing if there was, he would have informed me, as we are all trained to be alert and observant during engine run-ups. But it never hurts to ask.
Again all was normal. I took the jet to military power without afterburner and the jet pushed against the wheel chocks and strained on the tie-down cables. So as we sat a full power making noise for Klamath Falls citizens I monitored all the aircraft and engine instruments.
I then informed the troops on the ground I was about to select full Afterburner. The one on the intercom motioned to the other observer that we were going into afterburner and he nodded OK. So, with the jet at full power and with a flick of the wrist to the throttle outboard I selected afterburner. For a second or two all went quiet, then that big BOOM as the afterburner lit-off. We were making plenty of noise now.
In afterburner you also suck lots of fuel. I sat calmly and continued to observe the cockpit instruments looking for some kind of an indication of what might have caused a flame out. Fuel Flow, RPM’s (how fast the engine was spinning), Exhaust Gas Temperature (EGT), Oil Pressure, and Vibrations, were operating within normal limits. Then I noticed something and clicked on the intercom and said, “Wait a second” and the ground observer replied, “What’s the problem.”
“The problem is that one wing fuel gage is reading full and the other has dropped about ¼ of a tank of fuel.” Both wings should feed fuel to the engine evenly unless a fuel boost pump has failed or valve is stuck closed.
I informed him I was terminating the afterburner operation and slowly bring the engine back to idle and cooling it down before we shut it down.
After a period of time I opened the canopy and shutdown the engine. We were done. I made a write up in the forms as to what I discovered. It was a fuel cell problem and they would have to fly a fuel system specialist in with a boost pump and wing valve to fix the jet.
We drove back to the alert area and I reported the findings to the commander and maintenance officer. It was late in the day and we pressed forward to get airborne and on the long flight back to McChord AFB, WA.
Clouds had formed and it would bring night quicker. Again I thought, “It would be great to be zooming above the clouds at maybe 500 or 600 knots in the F-106B or going up the coast faster than the speed of sound.” But we were in a T-33 and as we flew back to McChord we banked around the clouds and when we reached McChord it was drizzling. I made it home for a late dinner that Saturday night.
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Post by Bullhunter on Jul 26, 2019 5:48:04 GMT 9
Another story out of my CD Book. I guess at this time I was a young airman with only 2 stripes. Was working the zero dark thirty shift and working hard to get this jet engine job done before the sun came up and the C-141 had to fly. Its funny how it all played out.
Restricted Area Security Check
The year was 1972 and I was an Airman First Class 2 striper and had just been awarded my 5-skill level. As most of us in the U.S Air Force Maintenance Career Field know, that meant you were no longer an Apprentice but advanced to journeyman and now qualified to work jobs by yourself. I had just been switched from dayshift to graveyard shift the week before.
I was put on a C-141 to remove and replace the thrust-reverser control valve assembly on the #3 engine. The aircraft had an important mission to fly in the morning so there was no time to waste. I was a bit surprised when they gave me the task, but the aircraft was located close to the hanger and shop.
As I worked along doing what need to be done a Staff Sgt. Walked up and asked, "How are you doing, be finished soon?"
I replied, "I'll be awhile, only started about an hour ago."
He continued with small talk about how I missed the big earthquake a few years earlier and explained how the flightline rolled and the aircraft bounced, etc, etc.......
I responded occasionally with, "WOW" and, "That must have been scary."
I figured and assumed he was the crew-chief or assistant crew-chief wondering when I might be done.
He then said, "You know this is a restricted area, don't you?"
I replied, "Yep, been working out here awhile now."
He drilled me again, "You got a line-badge, don't you?
I snapped back, "Yes I do." As I kept working on the jet engine.
He then demanded, "Well then airman, let me see it!"
I was up on a B4 Maintenance stand and squatted down into the lighted area of the flood lights and unclipped my security line-badge and held it up so he could see it. He gave it a long look and then looked at me saying, "That is surely your picture on it."
By this time I'm thinking to myself, "This guy is a real pain in the butt, doesn't he have something better to do than bother me!"
He then asks, "Have you seen anyone else out here walking around?"
I reply, "Sarge, it’s about 0300 hours in the damn morning, most everybody else is asleep!"
He comes back with, "Not everybody."
Trying to work and get the job done on time and safely so I'll look good and demonstrated that as an Airman I was dependable, reliable, and had that can-do-attitude, to accomplish any task assigned without supervision.
This Staff Sgt. was getting in my way and would not go on about his business.
He started in again and I interrupted him, "I was nice, polite, and respectful and explained that the aircraft had an important mission to fly and its take-off time was only about 5 hours away.
He stood there as I had my face and head stuck up under the engine cowlings that were propped open for maintenance access. I could see him out of the corner of my eye. As I was thinking, "What the hell is this guy’s problem, go away will you!"
He got my full attention when he snapped back saying, "LOOK AIRMAN, I'm Staff Sgt, (Don't recall his name) from the Security Police and we are doing a security test!"
I quickly squatted back down and looked him in the eyes.
I was young and just 19, so I guess he saw that Oh crap look in my eyes and on my face and felt sorry for me working so hard trying to complete this job task.
He then said, "Airman Price you are it for this week’s security awareness test!"
I said, "Sorry, I figured you for the crew-chief."
He quickly surprised me by saying, "Well Airman Price this is your lucking night - you about ready to check my security badge?"
About all I could get past my lips and out of my mouth was a very timid, "OK."
He was now totally in control if indeed he was security police.
I climbed down the B4 maintenance stand's ladder and faced him. He said, “Take my security badge and check it closely as we are being watched.” As I did he asked, “Airman, what do you see?”
I inspected his badge closely and said, “Different face on the badge, it’s not yours, and the rank on the badge does not match the stripes on your uniform.”
He then said, “This is how we will play it out – I’m going to sit down on the ramp and put my hands behind my head, you will start waving your flashlight for help and make it look good, understand?”
I answered, “Yes sir, and thank-you sir!”
I had my flashlight in hand and within arm’s reach was my ball pin hammer lying on the edge of the B4 maintenance stand. I started waving my flashlight with one hand while I was holding a hammer in the other hand.
Within a minute a set of headlights came on from the dark shadows a few hundred yards away and headed toward us then the red flashing emergency lights came on. The vehicle pulled up and out jumped two armed security police individuals one with an M-16 assault weapon.
The NCO spoke up asking, “Airman, you signaled, what’s the problem?” I replied, “Defective security badge.” The NCO then looked at the guy sitting on the ramp and said, “Well?”
His reply was, “He passed OK”, as he started to get up off the cement ramp.
The NCO looked at the hammer in my hand and asked, “You armed yourself with a hammer?”
I didn’t know what to say and just blurted out, “Seemed the reasonable thing to do.”
The NCO said, “That’s a first” and chuckled as he walked back to his police vehicle and turned off the emergency lights. He returned with a clip board and form that he filled out by asking me some questions including, name, rank, duty section, and squadron.
As the three security police force individuals climbed into their vehicle the guy who first approached me gave me a big smile.
Our jet engine dispatch van then pulled up and my shift supervisor asks, “Did you pass?” I still wasn’t sure what was going on so I said, “I guess.” I then added, “I still have plenty to do to finish this job, can I get back at it?” He responded, “Yes, do you need any help?” I replied, “No thanks I got it covered.”
I finished my thrust reverser control valve change in plenty of time and my truck came back by and dropped off four of my co-workers who all engine run qualified. They ran the engine and operated the thrust reverser system as one of them and I went up on the maintenance stand and checked for leaks. None were found and the work was signed off in the aircraft maintenance forms. We spent the rest of the shift driving around the flightline incase we were needed as aircraft were starting engines for scheduled missions.
At 0730 hours we pulled up to our shop. We jumped out of the van and dayshift boarded the van while our shift supervisors exchanged aircraft maintenance information and mission departure times.
Once in the shop the Chief had us line up as we sometimes did for uniform and haircut inspection, or important information. As the six of us stood there the shop Chief started talking instead of inspecting. He started out by informing us that he just got a call from our squadron commander. The commander received a report from the security police squadron commander that an Airman from our squadron had detected and subdued a restricted area penetrator after arming himself with a hammer at 0300 hours this morning. The commander also has directed that Airman Price for his security awareness be granted a 3-day pass and be submitted for the Airman of the Month Award.
The Shop Chief then said, “Airman Price, what do you think about this?”
Again I was lost for words. Everything was happening so fast. Being young and at the bottom of the pecking order I just said, “Thanks to everyone involve, but I don’t need a 3-day pass.”
Everyone looked at me, and the Shop chief said, “What,,, you don’t want a 3 day pass!”
I felt I did not deserve it, so I replied, “I live in the barracks and my home is 3,000 miles away in Pennsylvania, so I’d rather just work.”
The Shop Chief asked the shift supervisor if he had anything to add and he said that he did not, so the shift was dismissed. I was asked to step into the Chief’s office. The Chief sat down and said, “Airman Price, the commander has instructed you be given a 3-day pass and that is an order, not your choice. You will also be sent before the Airman of the Month Board next month and if you are selected as the winner you get another 3-day pass next month, understand Airman Price?”
“Yes Sir Chief” was my answer.
The following month I was selected as the Airman of the Month.
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good stories... 
