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Post by pat perry on Jul 26, 2019 7:22:47 GMT 9
Gary, Didn't take you long to learn that you never turn down a 3 day pass... or two! LOL Pat P.
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Post by pat perry on Jul 26, 2019 8:11:39 GMT 9
Tribute to aircraft maintenance troops (Read 1,385 times) There are some great stories in this thread but I'm surprised there's only one page of posts here. Where are you Old Sarge? I'll be you could fill a couple of pages by yourself! Some of you "drive by guests to the forum" need to log in and tell a story or two. Don't be bashful! Pat P. PS: Somehow I accidently got to this page that has Microsoft Edge browser Tips. I've never seen it before but it looks interesting. microsoftedgetips.microsoft.com/en-us/0?source=f1
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Post by Jim on Jul 26, 2019 12:59:39 GMT 9
You ADC boys that were never stationed above the Mason - Dixon Line might not know the reason for those funny yellow stains on the snow banks in FIS areas. It was a bright sunny day at Loring Airplane Patch the first part of Feb. 1960. We had just had 3 foot of snow and what snow SAC didn't want in their area ended up in the 27th FIS alert area. Not in the way mind you, they just made the snow banks higher!!!! Side note here: In Oct of that year, (the snow that SAC piled during the winter was over 90 feet high and almost a half mile in diameter at the base) that mound of snow was still over 10 ft high!!. Back to my story...Being one of 4 NCOs with runup, trim pad operation and taxi license, I was taxing 043 (yes, that was an original 27th FIS bird) back over a mile from the trim pad to the ready area. Sun reflecting off the ice and hard packed snow made seeing much more than 50' ahead of you difficult- fatigue cap pulled low to keep the direct sunlight out of my eyes. I get to our area, and the crewchief is no where to be found, so I head for the spot where I started out from, watching wing tips- mine and other bird's. Ground power equip't is now in my spot, so, I initiate a go around. But by now I am what they call "snow blind" and I fail to start turning and as I see the pitot boom disappearing in the snow, I chop the throttle and hit the brakes. By the time I get stopped, half the radome is in the snow bank, By now there are about 4 step vans all around me, but not one damned ladder to get out of the cockpit. Looking around me, I notice all the flight line weenies are wearing GI issue sunglasses. Me being Post Dock Chief, no get'em.....Remember all those fine pieces of stainless steel wires in the "Ice Grip" tires? they didn't help me as much as the snow bank did. No damage to the a/c, my pride, not so good. Within an hour after getting the bird out of the snowbank, here comes a truck that is spraying yellow all over the snow banks in our area- even in the vehicle parking lots. Next, I have an appointment to get prescription sunglasses and I have to go through what I called a "Taxi Gymkana" with the FCF pilot that certified me to taxi originally. I was recertified. You may not know where the "Yellow" went, but now you know where it came from..... The Old Sarge
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Post by LBer1568 on Jul 26, 2019 21:36:03 GMT 9
Jim,
That's a fine example of the hardships faced by anyone working the flight line. I was at McGuire and the 539 FIS for three years. We never got real large amounts of snow but did get some 18" storms. But around the six parking ramp, closest to the taxi way we always got smaller circles of yellow on snow banks. Our parking ramp was a secure area and was identified with red paint on concrete on three sides. But the area between hangers and parking ramp usually had a red rope connected to stands which could be moved quickly. During exercises our whole area was a secure area. So to get from parked six to shop we had to walk towards FMS hanger, about 250' away. So if we were working dark shifts and had to relieve ourselves, instead of walking all way back to shop, we painted the snow between ramp and taxiway Yellow.
Lorin
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Post by pat perry on Jul 26, 2019 23:09:02 GMT 9
Lorin, I understand your yellow snow "pause for the cause" story but I'm still wondering what the yellow stuff was that the truck in Jim's story sprayed on the snow banks. What was the yellow stuff, Jim? Pat P.
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Post by Jim on Jul 27, 2019 0:15:35 GMT 9
Best I can remember, it was marker dye used in sea disasters to aid in aircraft finding them.......Remember when you had to get the reflective tape put on parkas, field jackets and around the bottoms of your fatigue pants? Originated from Loring as well.......
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Post by LBer1568 on Jul 28, 2019 23:25:03 GMT 9
Jim,
I remember when the camo fatigues came out and first thing Safety Office did is demand that they sew the reflective tape on all of them. Calmer heads prevailed and they came out with the reflective vests.
But the biggest or worst thing the USAF did to us in USAFE was the CMR rubber/carbon suits we had to wear during alerts. They were very hot to wear and did not allow sweat to be evaporated and there purpose was to keep body from absorbing Chemicals, Biologicals and Radiation. But their design wasn't the worst thing. The suit was designed for short life cycle. But because they were so expensive and in limited supply we got to share them with another Wingman. Can you imagine how they smelled after a 4-5 day exercise and used 24 hours a day. We had hundreds, if not thousands of complaints but the big guy said War is Hell, suck it up and press on.
Lorin
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Post by Jim on Nov 6, 2019 0:04:36 GMT 9
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Post by LBer1568 on Nov 6, 2019 1:12:11 GMT 9
Jim, I enjoyed M. Ross Shulmister's account of his Mission in 1969 against the Soviet Bears. I am sure he was very proud of his Claim to Fame. But 1969 was over two years after the 539th FIS at McGuire disbanded and Airframes went to Dover. The 539th FIS at McGuire shared dorms with the Air Division and SAGE Folks. Our SAGE Building was between our Dorms and F-106 Ramps and Alert barns. Our Alert Teams had Rooms above the Alert barns and didn't have to run from Sq buildings. But I was at McGuire from 1964 to 1967 when we disbanded. We had a lot of Alert Launches over by time there. I was MA-1 Guy sitting alert for over 6 months. We had several intercepts of Russian aircraft as well. But way before 1969. www.airforcemag.com/MagazineArchive/Pages/2018/April%202018/Intercepting-the-Bear.aspxI remember one intercept, not a Bear, where a Soviet Airliner entered US airspace and seemed to be without Radio and had an Air Emergency and came into NY area for emergency landing. We launched both 5 and 15 min birds as it came towards NYC and as afternoon went on we launched over a dozen missions. Some by turning around the Alert Birds. The plane landed and after repairs left. We maintained airborne Alert for entire time it was in US Territory. The 539th wasn't alone. We also had F-101s from NY and Otis AFB doing same thing. Our F-106's were first to contact the airliner and worked as Coordinator of rescue mission to let them land at NY. We also did a lot of NE coast intercepts, mostly B-52/B-57 doing Exercise missions pretending to be Russian. But we also had several real intercepts, but as I remember most were Badgers. Earlier version of Bear. As I remember it, Loring did intercepts when Russian planes came across Artic path and Bangor SAGE Center Controlled them. But NE had several SAGE Centers. The NY Sector, at McGuire was First Operational Sector with ROME coming on later. We did both intercepts coming down MW coast and some coming up from Florida area. Dover usually got those first. I remember that while at Tyndall we equipped two of our test birds, A/C 795 and another regular one; I worked this project and we had sheet metal shop cut two holes in Radar door Left front panel. We had a couple spare holes in MA-1 rack and we mounted motion picture cameras in door. One facing front (Had 90 degree lens adaptor) and one straight out to left. We wired in a switch on flight control stick, 083 unit. We did test flights and "Mapped" camera area. We also set Focus for normal Intercept position: down right of Bear. Those two birds went TDY to Alaska sometime in 1965-1967 time frame. Sorry my memory is not as good as used to be. Those two birds did Alaskan intercepts and got some real good film of real Bear Intercepts including Russian "Mooning" F-106 pilot. The Cold War produced an aura of life being one big game between Nuke capable Nations. Lorin
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Post by Jim on Nov 6, 2019 4:41:31 GMT 9
Jim, I enjoyed M. Ross Shulmister's account of his Mission in 1969 against the Soviet Bears. I am sure he was very proud of his Claim to Fame. But 1969 was over two years after the 539th FIS at McGuire disbanded and Airframes went to Dover. The 539th FIS at McGuire shared dorms with the Air Division and SAGE Folks. Our SAGE Building was between our Dorms and F-106 Ramps and Alert barns. Our Alert Teams had Rooms above the Alert barns and didn't have to run from Sq buildings. But I was at McGuire from 1964 to 1967 when we disbanded. We had a lot of Alert Launches over by time there. I was MA-1 Guy sitting alert for over 6 months. We had several intercepts of Russian aircraft as well. But way before 1969. www.airforcemag.com/MagazineArchive/Pages/2018/April%202018/Intercepting-the-Bear.aspxI remember one intercept, not a Bear, where a Soviet Airliner entered US airspace and seemed to be without Radio and had an Air Emergency and came into NY area for emergency landing. We launched both 5 and 15 min birds as it came towards NYC and as afternoon went on we launched over a dozen missions. Some by turning around the Alert Birds. The plane landed and after repairs left. We maintained airborne Alert for entire time it was in US Territory. The 539th wasn't alone. We also had F-101s from NY and Otis AFB doing same thing. Our F-106's were first to contact the airliner and worked as Coordinator of rescue mission to let them land at NY. We also did a lot of NE coast intercepts, mostly B-52/B-57 doing Exercise missions pretending to be Russian. But we also had several real intercepts, but as I remember most were Badgers. Earlier version of Bear. As I remember it, Loring did intercepts when Russian planes came across Artic path and Bangor SAGE Center Controlled them. But NE had several SAGE Centers. The NY Sector, at McGuire was First Operational Sector with ROME coming on later. We did both intercepts coming down MW coast and some coming up from Florida area. Dover usually got those first. I remember that while at Tyndall we equipped two of our test birds, A/C 795 and another regular one; I worked this project and we had sheet metal shop cut two holes in Radar door Left front panel. We had a couple spare holes in MA-1 rack and we mounted motion picture cameras in door. One facing front (Had 90 degree lens adaptor) and one straight out to left. We wired in a switch on flight control stick, 083 unit. We did test flights and "Mapped" camera area. We also set Focus for normal Intercept position: down right of Bear. Those two birds went TDY to Alaska sometime in 1965-1967 time frame. Sorry my memory is not as good as used to be. Those two birds did Alaskan intercepts and got some real good film of real Bear Intercepts including Russian "Mooning" F-106 pilot. The Cold War produced an aura of life being one big game between Nuke capable Nations. Lorin I thought so as well , HOWEVER, Col Shulmister stated Bear intercepts (multiple- 29 in this instance), not airliners or Badgers. We had many scrambles out of Loring before this episode of Col Shulmister's, one that I know of was a pilot in full pressure suit. What reason? We were never told.......Even fishing ?trawlers were scrambled on...Also, Col Shulmister said from Continental United States (CONUS) bases. Yes Loring was still within the Continental limits, even though approach for landing was over New Brunswick...The Old Sargel
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Post by LBer1568 on Nov 12, 2019 13:26:36 GMT 9
Jim, I'm an old MA-1 weenie who also spent majority of career operating and maintaining Flight Simulators and working with aircrews to perfect their procedures. When conducting the Visual Identification procedure with two interceptors the lead pilot selects VIS IDENT on armament control panel. This causes the MA-1 to position Six in the down right position of bomber. Second Six would be in direct trail position with weapons selected and Radar IR locked on. In the Vis Ident position the MA-1 radar steering dot is not the fly to indicator used during an attack mode. In Vis Ident the dot represents position of target.
I remember an old Instructor pilot told me why the down right rear position was the safest approach but I forget the rationale. The reason I spent all this time describing the Vis Ident is because your "Modification of photo" has the six in left side approach.
Lorin
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Post by MOW on Nov 12, 2019 19:41:19 GMT 9
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Post by Bullhunter on Nov 13, 2019 2:03:37 GMT 9
Story out of my book on CD.
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 Gene on Nov 14, 2019 1:41:24 GMT 9
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Post by Bullhunter on Dec 21, 2019 15:37:19 GMT 9
I was just thinking after reading another post about missed Christmas' because of military service. All the Christmas' I missed, and they are quite a few. My first Christmas away from home was December 1972 and I remember it well. I arrived at Norton AFB, CA on Dec 2nd and reported to the squadron orderly room the next day with my orders. The NCOIC of the Jet Engine Section came to get me and ask me, "Where would I like to work?" This was a big shock to me as from basic training in July and all through Jet Engine Tech School I was always told what, when, where, & how - now I was being asked what I wanted (Shocking). I said, "I'd like to work out on the flightline where the aircraft are." He said, "Alright Airman" and took me down to the Flightline Dispatch Office where I was handed off to Chief Master Sgt. He greeted me and welcomed me and instructed me to take 2 weeks to process into the base. Two weeks later when I check back for work I was asked, "Would you rather work Christmas week of New Years week, half of us work one or the other?" Another surprise, being given another choice. I responded, "I'm single and from Pennsylvania with no place to go so I'd be happy to work Christmas so a married person didn't have to." I guess the Chief like my answer as he gave me a smile. It was a boring and lonely Christmas with very little work that week on any jet engines. Barracks life over the Holidays, not the best. What was your first military Christmas like?
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Post by LBer1568 on Dec 21, 2019 23:30:02 GMT 9
Gary,
While I spent several Christmas away from my family back in Ohio I never looked at it as being away from home. My home was where I hung my hat. After I cross-trained out of MA-1 I never worked a Christmas again. We always had a two week break without crews scheduled into Sim so they could max the time off for crews. We did preventative maintenance during downtime.
Now what about birthdays at work? In my 23+ years in USAF I had to work only once on by birthday. That was my first year at McGuire AFB NJ. My duty was to march in forth of July parade in Patterson New Jersey. But afterwards we were invited to American Legion for free cookout. The Lt in charge told us we could not drink any of the free draft beer provided. But this older guy came up to him, said a few words ending in these AF guys deserve a few beers after marching in parade. Turns out it was a retired General who suggested the Lt look the other way. Man that was a nice cookout.
And yes I was born on forth of July...and the fireworks were my idea.
Lorin
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Post by Jim on Dec 22, 2019 1:13:36 GMT 9
Gary, While I spent several Christmas away from my family back in Ohio I never looked at it as being away from home. My home was where I hung my hat. After I cross-trained out of MA-1 I never worked a Christmas again. We always had a two week break without crews scheduled into Sim so they could max the time off for crews. We did preventative maintenance during downtime. Now what about birthdays at work? In my 23+ years in USAF I had to work only once on by birthday. That was my first year at McGuire AFB NJ. My duty was to march in forth of July parade in Patterson New Jersey. But afterwards we were invited to American Legion for free cookout. The Lt in charge told us we could not drink any of the free draft beer provided. But this older guy came up to him, said a few words ending in these AF guys deserve a few beers after marching in parade. Turns out it was a retired General who suggested the Lt look the other way. Man that was a nice cookout. And yes I was born on forth of July...and the fireworks were my idea. Lorin MA-1 FAT CATS could always find a deal.......Cross trained out of one pro-pay career field into another one. No overseas assignments because of your shredout.. Sorry, TDY to Osan doesn't isn't an ISOLATED DUTY tour..., Sorry that you had to rub a sore spot..........Using the old 43 AFSC, I can count (without using my fingers) the number of airmen that were able to take college course, whether they were on or off base. For the vast majority of my career , 10 hour days were the rule, rather than the exception, but then, for 22 1/2 years out of the 25 1/2 years, I was an NCO.... My favorite Christmas tale takes place at Loring when, myself and 4 other TSgts and a SSgt got together and relieved the young (newly wed or new dads)airmen who were caught with being on alert duty( Because they were outranked)..We were all APG and certified load team members, so we filled both requirements. We sent them home in time so they could be Santa. Even loaned one my truck so he could be home...The alert pilots- they were the bachelors who were told that it was their duty to take alert duty.... One said, all they had to do is ask, and I would have gladly volunteered. But, we did have the traditional Christmas dinner that day. One thing about that Christmas, was that six NCOs made some wives and kids happy........Our families, well, they were made up of some mighty outstanding women and kids, who supported us in what we did. For all of you, take a look back at the woman that had your back through out your career. Few of us could have done it without them. But, I wandered off course.... Consider yourself fortunate you had that specialty code......
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Post by LBer1568 on Dec 22, 2019 2:19:43 GMT 9
Jim, point taken. True most MA-1 didn't go on isolated or short tours because let's face it the world's last great interceptor had a job to do here in CONUS. I also worked Alert Shack at McGuire for about 6 months. Since back then MA-1 was most advanced electronics in world, but also built with 1960's electronics. We had to have "Quick Fix" for Alert Launches. But I remember a Christmas at McGuire. Remember NORAD Santa tracking TV/radio announcements? Well at 23:45 Christmas Eve we actually launched a plane from Alert Shack and local NY TV station broadcast it. It was just a unarmed preset flight for kids to see. It came back broke and we had to change a couple black boxes and put it back on the ready line.
Then we went back to sleep until next morning when Sq Cmd came into Alert Shack and thanked us all for our dedication. We also had a great Turkey dinner before he left. Cooks on alert pad did a terrific job.
But back to MA-1 CONUS only AFSC. Our boss at MA-1 McGuire CMSgt Sig Foster went to ADC HQ and saw the new Gunship mods using Hughes Electronics. Seems they modified MA-1 boxes to detect ground targets and aim guns. So of course Chief Foster volunteered MA-1 troops to go to 6 week course at Lockbourne AFB Columbus OH to get trained on them and a steady stream of MA-1 troops went to Vietnam to maintain electronics on Gunships. I wasn't one but I did volunteer. That's one of those Trivia Questions we remember. Jim, MA-1 was only shop that had regular Mid Shift at McGuire. That's because we worked 24/7 trying to keep MA-1 working. If we needed support from other shops we had phone numbers to call to bring someone in. Also back in 60's our 43 AFSC troops usually spent enough time at McGuire to get 5 level and were then sent to SEA. So our experience levels was way down. Without a bunch of NOC's like you we would have been in bad shape. But it got so bad that MA-1 guys like me got engine run cert's so we didn't have to call in Crew Chiefs just to do A/C Power checks for MA-1. Back then MA-1 worked a little different on Ground Power Units than A/C power. So we usually finished off with RADAR checks on A/C power before turning it back to ready line.
Lorin
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Post by Bullhunter on Feb 3, 2020 3:51:12 GMT 9
One day about 1974 at Griffiss AFB (SAC) my crew was working the phase dock on a KC-135. We had pulled the #1 engine for a cracked pylon air supply duck. There was none in supply and the contacted the manufacture to make one. This bird was going to be grounded for a long time. The full Col. our DCM (Deputy Commander for Maintenance) came into the hanger and climbed up on the rail of the 4100 engine removal trailer to get a close look at the cracked duck we found. Two of my airman pointed him out to me and said, "That was not safe, he was comitting a DSV (Detected Safety Violation) and you would not let us get away with that, so what you going to do." Well, I was put on the spot, so I walked up to the DCM and asked him to get down. He snapped at me that he would when he was ready. I replied, "You are not safe and comitting a DSV, I'll be happy to get you a maintenance stand." He repeated himself and then I said, "Sir my airman are watching and if you do not get down Sir I will have to write you up on a DSV." He said, "Go ahead." So I walked over to the dock office and pulled out a safety form and started writing him up. I turned it in to my supervisor and he said, "Sarge you sure you wand to send this forward it goes to QC (Quality Control Office) and that office works for the DCM. I said send it, he was wrong and I don't care if he is a Bird Col our our DCM. I never heard a word back on it. like I said, Its all good until you get injured. Only takes a slip or loss of balance. Griffiss AFB Newspaper Internet photo of KC-135 in phase dock.
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