Bullhunter
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Post by Bullhunter on Oct 26, 2022 2:00:11 GMT 9
Gary, great video and music on your Space A video. Thanks for sharing! Pat P. Pat, I've made quite a few slideshows with music. Maybe I'll post a few more military ones. Most are in my youtube account.
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Post by Bullhunter on Dec 9, 2022 3:20:19 GMT 9
Here is a story that did not make my book. I was reminded of this when I was on Facebook in the group, (Lackland BMTS) about and hour ago.
I was dorm guard for the day (Summer 1971) while the flight was gone. I was given a list of individuals who could have access to the dorm. It was close to lunch when the squadron commander came to the dorm's door. He wanted in and I checked the list and he was not on it. I would not open the door and he had a crap fit. He beat on the door, kicked the door, yelled at me, and threatened me. Every time he had a fit I look at him and then the list and said, "You are still not on the list Sir." I knew this all to be a game and I just could not keep from smiling, but I was able to hold back laughing. Seemed my smiles made him madder. He got so mad that his face was turning red. I think this lasted about 15 minutes. At the end of the day when the flight returned the TI said, "Tell me you did not let the CO inside?" I answered, "Sir I did not let him in." He came back with, "Really, you didn't let him in?" Again I repeated my answer. He got this little smirk on his face and walked away. Basic training was often lots of fun.
Anyone else have a BMTS story to share.
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Post by pat perry on Dec 9, 2022 3:55:02 GMT 9
Here is a story that did not make my book. I was reminded of this when I was on Facebook in the group, (Lackland BMTS) about and hour ago.
I was dorm guard for the day (Summer 1971) while the flight was gone. I was given a list of individuals who could have access to the dorm. It was close to lunch when the squadron commander came to the dorm's door. He wanted in and I checked the list and he was not on it. I would not open the door and he had a crap fit. He beat on the door, kicked the door, yelled at me, and threatened me. Every time he had a fit I look at him and then the list and said, "You are still not on the list Sir." I knew this all to be a game and I just could not keep from smiling, but I was able to hold back laughing. Seemed my smiles made him madder. He got so mad that his face was turning red. I think this lasted about 15 minutes. At the end of the day when the flight returned the TI said, "Tell me you did not let the CO inside?" I answered, "Sir I did not let him in." He came back with, "Really, you didn't let him in?" Again I repeated my answer. He got this little smirk on his face and walked away. Basic training was often lots of fun.
Anyone else have a BMTS story to share.
Thanks Gary! This was an old trick used during ORI (Operational Readiness Inspection) to test new BMT troops on their 10 security rules. Those who didn't fold to the intimidation passed the test. When we got to tech school the same penetration tests were used on those who had guard duty. I was at Shepard AFB for training, and I didn't let anyone in who was not on the list.
Pat P.
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Post by Bullhunter on Dec 20, 2022 3:44:00 GMT 9
This is a short story out of my book. I have many more mostly longer. If you want a copy of my book (copyright 2009) e-mailed to you just message me.
That same winter 1974 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.
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Post by Bullhunter on Dec 25, 2022 11:20:26 GMT 9
I guess it was about 1976/77 I was flown down to Kingsley Field, OR from the 318th FIS at McChord, WA. One of our F-106A's had a flameout while taxing in. It was Saturday morning and I'd checked out my flight gear Friday afternoon. I was pretty excited as we were to take the F-106B (two seater) to Kingsley Field. I walked out through the SP entrance and looked around and did not notice anybody. Then out of the corner of my eye I saw movement down around the T-33's and I was being waved that way. I walked to then and was surprised to see my commander there with his flight gear. He was my pilot for the trip. We got ready and strapped in, engine started, seat pins pulled, and we were shortly headed down the runway. Lifted off, banked west toward the Tacoma Narrows Bridge, then headed south to Kingsley Field. The flight was smooth and pretty quiet as we did not talk much. I was advised we were over Kingsley Field and the CO said, "We will be on the ground quickly", so I got ready with my pocket camera. All of a sudden the CO flipped us upside down and then all I saw was the earth moving this way and that. Before I knew it we were on the runway and turning onto the taxiway. We parked, pinned the seats, and exited the T-33. The F-106A had been refueled and put on the trim pad. I made sure the tiedown cables were secure and started my engine runup. I banged in and out of burner quite a few times to use fuel and work the engine. Sat at 50% thrust for a long time and noticed one of the wings had more fuel than the other. Operated the jet engine awhile longer and that wing got lower while the other wing remained full. I knew we had a stuck wing fuel valve and shut the jet down. A vehicle came out and got me while a tow team took the jet back to the secure area. I reported to the CO that a wing tank valve was stuck closed and when the other tank ran dry the engine quit. Good thing it quit on the taxiway and not in the air. I don't think the CO was too happy with the cause, as that jet was a minute or two from flaming out in the air and crashing. The flight back was nice as we banked around the clouds and a few times went through a cloud. I was able to get a photo of Crater Lake and a few other shots of the flight. .
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Post by Bullhunter on Jan 22, 2023 5:32:25 GMT 9
Story & NATO Bomb Range pictures in Spain. I don't remember exactly, but the flight to the range was 45 to an hours flight. The flight time was great and my pilot let me have quite a bit of stick time. At one point I asked the pilot if we could move out a bit so I could get a shot of the flight. I contacted the flight leader and got the OK.
On the way to the bomb range we flew about 1,500 feet. As we closed in on the bomb range and contacted them we dropped to low altitude just above the ground. The formation fell into trail formation and as we entered the range the pilots did pop-up attacks (Climbed up, banked toward target, dived, and shot a 2.75 rocket at the bullseye on the ground, banked away) then pulled up some and flew off low and then got ready for another pass at the target. If I recall correctly we did it 6 times and it was a blast. I never witnessed the hits on target, but heard the whoosh of the rockets leaving the tubes. Most all the maintenance troops got to at least fly once.
For the return flight we joined up in tight formation for awhile. My pilot asked if I would like to fly formation for awhile. I said sure! He told me to pick out a rivet, number, chipped paint, or whatever and keep it in the same place & distance. At one point I heard the lead call our aircraft and ask, "Your a bit out of formation you have the Sarge flying?" I then heard a bunch of laughter in my helmet head set.
After a bit the lead aircraft called, "Trail follow the leader." My pilot then said, "I got the stick" and I let go. We broke off and dove toward the ground following the 3 aircraft in front of us. It was yanking & banking through valleys and popping up over hills. It was a real roller-coaster and I loved every second.
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Post by pat perry on Jan 22, 2023 6:34:40 GMT 9
Gary, great pictures of the OV-10 in action!
Thanks, Pat P.
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Post by Bullhunter on Jan 22, 2023 7:01:02 GMT 9
Gary, great pictures of the OV-10 in action!
Thanks, Pat P. I wanted to get a few pictures of the rocket firing, but this his ejection seat in front of me and his banking away so fast it was impossible. I never saw any of the other 3 birds shooting either. We were always yanking and banking with evasive action away from the target. Would be nice if a few others shared some stories.
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Post by pat perry on Jan 23, 2023 3:37:10 GMT 9
This is in reply to Lorin's post talking about being old- pasted here. ly #15 on 12 hours ago Reply WMIPSFSQuote Edit like Post Options Post by Jim on 12 hours ago LBer1568 Avatar 13 hours ago LBer1568 said: I must be really old. I remember going TDY from McGuire AFB to Tyndall AFB in 1960's. I was there from 1964-1967. The old C-123, C-119, and C-124 from Air Guard wore that patch. I have been down with a bad cold all week. Bad cough, fever and the big "D". Starting to feel a little better. Lorin OLD??? When you took flying lessons from Orville and mechanicing lessons from Wilbur, then you can call yourself OLD. When you quit saying in the 1960s and use "in early '60s" or "64-'67" then you might consider your self as getting OLD. Just because the referenced a/c were in use at "your time" don't make you or the a/c old. Now if you would have said C-45, C-46 or C-47, you would have been talking Old A/C. Now if you want OLD start with Biendhoa (Jay), he is almost ancient, Capt Brownshoes Roger De'Entremont is ancient- he was issued Brown Shoes!, flypopa Kelly (AJ Kelly who will be at the reunion) and myself are approaching antiquity. I doubt that the 4 of us are going to sit and wait for you whippersnappers to catch up with us BTW, even after you pass the 10 level test, you have to get past Digger O'Dell and the review board (the above 4 experts). And a bit o advice, "ye best be a havin 4 in ye hands, or me foine duo will be a singing tha funeral dirge instead o beautiful Irish lullabys. . Tha Olde Sarge Read more: forum.f-106deltadart.com/thread/5295/finally?page=2#ixzz5ghZ8XXXc And here is a reply about old Pilots, old Maint troops in OLD airplanes. This is from AJ Kelley, an OLD Six Driver from the 318th On 2/26/2019 10:43 AM, John Kelly wrote: JimG – I don’t have time enough to get on the F-106 Forum, but very interesting, My Friend. Lorin talks about going TDY to Tyndall in 1964-1967! In mid-1959, my first trip to Tyndall (as a 318FIS pilot, not checked out yet) was on a C-119 ‘Swift Lift’ USAF Reserve crew from Minnesota, with me in the cockpit watching (& worrying) with 30 enlisted 325FW maintenance people in the back (not very happy with their accommodations) from McChord to Wichita Falls. To clear the Rocky Mountains they climbed to 17,500 feet, and the flight crew was very happy with a nice tail wind at that level. I went down the ladder to check on people in the back after eating an awful box lunch (cheese sandwiches and warm milk) to find half (if not all) the maintenance people sick as Hell, mostly probably from the food and being at half the normal atmosphere. I tried to help and find Oxygen walk around bottles. Found the O2 bottles (all empty), so I climbed the ladder again and watched the flight crew (all with oxygen masks on) happily cruising along at 17.5k over Eastern Colorado! I got the attention of the Flight Engineer (MSGT) and told him we have some very sick people downstairs. He argued “We have a great tailwind up here!” So, I interrupted the two colonels (one Full and one Half) stating “We have to get down below 10,000 feet!” They were not HAPPY, but followed my orders! There were FOUR C-119s transporting 120 Maintainers + 4 Louies (like me) headed for PAM from TCM doing the same thing, which I discovered that night at Sheppard AFB. The next day, we cruised at 8,500 feet to PAM. The rest of the STORY returning to McChord (TCM) is much worse, and I will tell you in detail at the Tucson Reunion, if you are willing to listen. The worse being a takeoff at D-M (Tucson) AFB, with 45 Maintainers (in back) + 2 Lts ‘whatabe’ F-102 pilots watching a ‘WTF’ Flight Crew from Houston (Texas USAF Reserve) try very hard to kill us all. Situation: mid-day, 109 degrees, overheating right engine in runup, airborne, gear-up, stopped climbing at 200’ AGL, 90 turn (right) into a bad engine (I started yelling POWER when airspeed went below Min Safe SE limits, and MSGT FE & I both put our hands on the throttles pushing forward), then a 270 left turn below field elevation over the city of Tucson with a climb back to D-M (with two ‘Lts’ yelling at the flight crew telling them where the airport should be)!!! The AC Commander was quoted in the Evening Newspaper: ‘Nine minutes flight, “No SWEAT” ‘ !!! My ‘written’ Report, filed back at McChord, caused me some problems at several Higher Headquarters, but I survived to live another day! See you soon, John “Old-AJ” PS – The Flight Engineer MSGT flew P-51s in WW2, and he ate his cigar during the 9 minute flight…. And, now for some more of the story There is much more to the story, and apparently several NCOs never forgot my “Enough-of-this-crap” action that I took in the cockpit. I can still feel my hands on both throttles pushing them forward, and see the remains of the cigar as the FE MSgt destroyed it, and particularly, the look of panic of a little boy’s face on the ground as he jumped off his bicycle and looked up at us, as we passed over him, while roaring down an unknown street in lower Tucson. We were below the elevation of D-M, no doubt. The P-51 MSgt and I bonded big-time after that flight, and he told me his whole flying story, that night! Military Airlift Command got into the act and sent a C-118 from McChord to pick us up at D-M the next day! Some NCOs didn’t wait and bailed, because they had been on the other C-119 that lose an engine and made an emergency landing in Midland, Texas, where we gained the 15 extra souls. (Another whole story) A tall SSgt came up to me, and politely asked if I would loan him some money, so he and his buddy could take the train that night from Tucson to Tacoma. I told him a C-118 was coming for us, but he said “No More!” I gave him what he needed. Nash was his last name because he came up to me about 12 years later at McChord, after my family and I had survived a Military Charter DC-8 crash in Alaska, and wanted to shake my hand again! He asked if I remembered him from the D-M incident, because I had loaned him money. He also knew the Nurse that took care of me at Madigan General Hospital (a whole other story) on Fort Lewis. It is a very small world in reality! We are all related in this crisis, we call “Life!” Sincerely, AJ I found this nugget from the Old Sarge [RIP]. We really miss him on the F-106 Forum. Pat P.
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Post by Bullhunter on Jan 23, 2023 4:53:25 GMT 9
Pat that was a great story. Talking about scared and throttles this is one story out of my book I posted before someplace else.
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 foud strong in numbers.nd the NATO 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 1st Lt. and I occasionally crossed paths on the Sembach AB flightline and in maintenance debriefings. We never spoke about that flight and we were always respectful and friendly with each other. Everyday working on the flightline or in the air is a learning experience. We were all on the same team, working and training together. The Russians had air bases and many more aircraft in the eastern countries only 75 air miles away, so we were told. We had to train and learn together, and do it very well, as the enemy was close.
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Post by pat perry on Jan 23, 2023 10:47:40 GMT 9
The 1st Lt. and I occasionally crossed paths on the Sembach AB flightline and in maintenance debriefings. We never spoke about that flight and we were always respectful and friendly with each other. Everyday working on the flightline or in the air is a learning experience. We were all on the same team, working and training together. The Russians had air bases and many more aircraft in the eastern countries only 75 air miles away, so we were told. We had to train and learn together, and do it very well, as the enemy was close. Gary, you nailed it in your last paragraph.
Why did ADCOM promote teamwork while ADTAC promoted rapid deployment? Pat P.
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Post by Bullhunter on Jan 23, 2023 14:56:26 GMT 9
The 1st Lt. and I occasionally crossed paths on the Sembach AB flightline and in maintenance debriefings. We never spoke about that flight and we were always respectful and friendly with each other. Everyday working on the flightline or in the air is a learning experience. We were all on the same team, working and training together. The Russians had air bases and many more aircraft in the eastern countries only 75 air miles away, so we were told. We had to train and learn together, and do it very well, as the enemy was close. Gary, you nailed it in your last paragraph.
Why did ADCOM promote teamwork while ADTAC promoted rapid deployment? Pat P.
Sorry, I can't answer that one.
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Post by LBer1568 on Jan 24, 2023 3:51:54 GMT 9
I worked ADC and F-106 from 1963-1970. I never worked TAC but did spend 1968 in ADC/PACAF at Osan and 1973-1980 in USAFE. I was an Instructor in ATC from 1971-1973. I also worked many years after retirement with TAC/Special Forces at Hurbert AFB. TAC was never an Operational Command, but a tactical command with both PACAF and USAFE as places for deployment locations. I used to joke with TAC folks when on TDY from USAFE that they were Training Air Command with no individual Wartime Mission except to support warfighters overseas. So ADC had a Mobility mission. Since I was primary Mobility for MA-1 at Tyndall we used to practice deployments. Our deployment support aircraft were chalk drawing on parking ramp. We didn't even get to taxi around like some Mobility sites. So when Feb 1968 forced a change in our Mobility I along with 20 others were sent to Osan. I went via Naha Okinawa. I spent 2 weeks there before they determined I would be better at Osan since I was primary quick fix flight line maintenance and not Phase Docks. So I caught a C-130 by way of Japan into Osan. Osan went from about 1500 person base to 5,000 in 5-10 days. The base got F-4 and F-105 from Guard bases and F-106 from McChord. Well Red Horse Team came in and built a MASH style Tent City on Base Softball field. We even had Pallets for sidewalks. I can tell you it gets pretty cold in Korea in Feb-March. We slept in parka pants and tops on cots with little oil stove on one end. Come Spring I got a real building to live in. It was a Sheet metal building on hill near back gate. We had a shared latrine in separate building about half block away. And you shared a common latrine/shower with the House Girls who cleaned for us. Yup sit and chit or shower with them doing laundry in same area. Our flight line shop had real heat, and an oil stove where we could put our WWII C-rations to warm them up. We had a chow hall, but it was on far side of base with no bus service. So we survived as best we could. We were on Flightline which was divided into three separate ramps shaped in diamonds with shelters for F-4 and F-105 Wild Weasels from Guard on other two Diamonds. We had portable tarp covered "Nose Docks" to tow to worksite to help with cold. Once it warmed up we just used them in heavy rain. MA-1 did not like water. We had ROK Army troops to provide Parameter Defense. They had old WWII halftracks with quad 50's to defer attack. They slept in pup tents next to vehicle which rarely ran. Our Alert Birds were on ramp near entrance to amin runway. So when horn sounded they had almost direct shot to runway. The F-4/F-105 had to taxi from their Diamonds so it took them longer to launch. The main base had maintenance hangers, but they were having new concrete floors and entrance ramps being built. They got finished about the time we deployed back home. Since I was mobility, me and team got there about 2 weeks after 318th. So when 48th came in to take over care and feeding of Sixes we got to stay two additional weeks and not return on charter flights. We got to travel 2 weeks later to Camp Humpries, Army Terminal, and await transport. It took us 5 days to finally get flight back to SEATAC and then to Tyndall. I will attacj old photos from Osan. They show condition back then. Lorin
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Post by pat perry on Jan 24, 2023 10:59:28 GMT 9
Lorin, great story and pics of the deployment of ADCOM & TACOM in Korea!
The Generals who ran both had to make decisions about how they had to deploy with the aircraft and troops they commanded to achieve the mission at the time.
It reminded me of the old saying I heard years ago. "No matter where you go, there you are!"
I don't know who first made that quote (some say it was Confucius). I searched on the quote and found 186 million mentions.
It seems like a funny quote until you consider how true it really is.
One of my USAF Vet buddies at Xerox just asked me to tell him why a Major General with two stars was outranked by a Lieutenant General with 3 stars. I found the answers in Wikipedia, and it was very confusing because those decisions were made by the Generals themselves. They also decided the style and color of dress and battle uniforms.
Military history of the U.S. is very interesting to research. And very complicated to interpret since evolved from 1776.
Thanks, Pat P.
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Post by Bullhunter on Feb 2, 2023 2:53:59 GMT 9
It was in July 1971 about the 2nd week. Our flight was into our first week of BMT and had gotten issued our cloths, boots, & shoes. We had been to the Base Exchange and told what tp purchase including what shoe polish. We we all picking out what was instructed, but on guy picked up a bottle of the liquid polish and said, "I'm not spit shinging shoes, I using this." That late afternoon we were instructed on how to spit shine our black boots and shoes. The whole flight stayed up to lights out spit shining our foot ware.
The next morning we fell out for inspection and out TI Sgt Carr looked the flight over, then he quickly made a hastened walk to the recruit that purchased the liquid shine. It was a very wicked ass chewing and the recruit was almost in tears. I don't remember all that was said and all the curse words, but I was glad it wasn't me that had Sgt Carr in my face.
I remember Sgt Carr instructing him to go to the Base Exchange and purchase the instructed shoe shine along with steelwool and to strip his foot ware and then properly spit shine them all by morning . It was put to the flight that if his spit shine did not pass inspection we all would suffer with him. Sgt Carr made a remark that, "There was always one or two SOB's that tried to take short cuts. "That night lots of us joined in and helped him shine all his boots. We did not want to see what might be instore for us all if he did not complete his stripping & shining.
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Post by pat perry on Feb 2, 2023 6:27:22 GMT 9
Gary, this is the old story where the TI made all of us responsible for saving the A$$ holes who didn't follow the rules.
Sometimes it ended in a "blanket party" if the offender didn't comply.
We had a few of those and before BMT was completed they were discharged on a section 8, or they suddenly became rule followers.
I liked it when they learned to follow the rules. Made me feel safer when we went into combat together.
Thanks for sharing! Pat P.
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Post by Bullhunter on Feb 2, 2023 9:49:20 GMT 9
Gary, this is the old story where the TI made all of us responsible for saving the A$$ holes who didn't follow the rules.
Sometimes it ended in a "blanket party" if the offender didn't comply.
We had a few of those and before BMT was completed they were discharged on a section 8, or they suddenly became rule followers.
I liked it when they learned to follow the rules. Made me feel safer when we went into combat together.
Thanks for sharing! Pat P.
We had one guy that kept forgetting to lock his foot locker. That cause our flight on the 2 floor lots of heartache.He ended up with a blanket party. Its a long story for another day.
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Bullhunter
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318th FIS Jet Shop 1975-78
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Post by Bullhunter on Feb 9, 2023 12:40:07 GMT 9
This is the 1st story in my book (copyright 2009). If interested in the book message me.
I've always been fascinated about aircraft and the thrill of flight, as far back as I can
remember. My Dad was a flight instructor during WWII and he talked very little about
the war, but he took me too many military air shows where we watched the Navy Blue
Angels and the Air Force Thunderbirds fly their jets. I recall running around, talking with
the pilots, maintenance technicians, and inspecting the jets up close. The sounds, smells,
and excitement of these air shows do get into your blood and stay there.
I remember my first air show with my Dad. It was at the Air National Guard Base outside
Schenectady, NY. I was very young and it was in the 1960's. We were living in Albany,
NY at the time. My Dad had a station wagon and we got to the air show very early. I
guess the Thunderbirds were just flying in as we arrived.
I spotted the formation of F-100's swooping down over the trees in the distance and they
turned on their smoke. I started yelling, “It started already, it started already!” and my
Dad said , "No son, the Thunderbirds fly at 4:00PM this afternoon." I then yelled, "Stop
Stop, here they come!" My dad looked to the left and he saw them also now over the
farmers fields. He stopped the car and within 10-15 seconds they flew right over our car.
That roar of the jet engines, smell of the jet exhaust fumes, and the smoke I experienced
for the first time was just awesome.
USAF Photo (See photo below)
They made a few more passes and may Dad didn't move the car, as we were parked just
outside the fence at the end of the runway. After the Thunderbirds landed my Dad drove
us onto the base and parked.
We spent the day walking around and exploring all the military aircraft. My Mom told
me that my Uncle Alex (Her Brother) was a crew member on a Strategic Air Command
(SAC) Air Force Tanker Aircraft. My Dad was an instructor during WWII.
We‟d made our way around and through the crowds ending up in front of the
Thunderbird Jets. I was disappointed because my Dad did not bring his camera.
Those air shows back when I was younger were a lot different than they are today. I was
able to just walk up to a Thunderbird F-100 Sabre Jets and put my hands on them.
Several of the jets had ladders up to the cockpit so you could look inside and talk with the
crew chief. There is a lot more security today.
After that air show I knew I had to be part of the United States Air Force.
I remember, and can recall, quite a bit about my growing up years. One thing I regret is
not asking or questioning my Dad about his past more. After my Dad‟s death in 1988 I
had plenty of questions for my Uncle Ralph.
My Uncle Ralph was like a second farther to me. We worked the farm together and he
shared his interest in rifle ballistics and aircraft. My Dad, after serving as a flight
instructor during WWII did not return to work the farm. Instead he spent time working
for Western Union and the New York Central Railroad, which later became the Penn
Central Railroad. He retired from the railroad sometime around 1980 or earlier.
Dad was quiet about his military service, but my Uncle Ralph talked with me about a
flight my Dad took on a B-17 Flying Fortress across the United States from California.
He was on a military leave during WWII heading home for a visit and caught a ride on
that B-17 bomber.
Passing over Pikes Peak in Colorado several of the oxygen masks had failures. The deicer
functions failed and several of the crewmembers were unable to receive oxygen. After the
B-17 passed over Pikes Peak and cleared the mountains the pilot dove the bomber down
to a lower altitude where oxygen was not needed.
After my fathers untimely death in 1988 I was able to trace his military service through
letters and cards he had sent home during his service during WWII. I discovered that
these letters and cards placed my Dad at Thunderbird Field in Arizona, Lancaster Field in
California, and Sheppard Field in Texas. At the end of the war my Dad was discharged at
Chanute Field, Illinois. I filed a request with the Department Of Defense for a copy of my
Dad‟s military service during WWII but was informed that those records were lost during
an arson fire set by Vietnam War protesters.
I also have possession of my Dad‟s photo album he put together during his service during
the war which helped me confirm his assignments and travels. Some of the photos have
locations and dates written on the back in pencil.
I‟ve found all of this very interesting, because in 1971 I went to Chanute Air Force Base,
Illinois for Jet Engine Propulsion School. In 1999 my daughter attended Jet Engine
Propulsion School at Sheppard Air Force Base, Texas. After my daughter completed her
training she started her career at McChord Air Force Base where I spent many years
working on jet fighter interceptors and transport jets.
Thanks to my lovely wife I was provided the opportunity to experience flight as my Dad
did in a WWII Boeing B-17 Bomber. This historical flight was in the form of a gift
certificate purchased by my wife for Father‟s Day and our Wedding Anniversary. The
historical flight took place in June 1999.
The B-17 was fully restored by the Collings Foundation and each year made tours around
the country. Several times in the past we took our children to see and have tours through
the war birds that the Collings Foundation flew around the country. I viewed it as a very
valuable history lesson, as it was not being taught in the public schools. It also provided a
brief connection with what my children‟s grandfather had experienced during WWII.
My B-17 flight departed Bremerton Airport in Washington State. We flew formation with
a WWII B-24 Bomber most of the hour and 15 minute flight. Shortly after take-off we
flew over the U.S. Naval Shipyard at Bremerton, WA and headed north toward the Port
Townsend area. We banked westward toward the Olympic Mountain Range and then
southward along the mountains.
Throughout the flight I was able to move about the aircraft from the nose to the tail
section. This included all the gunner positions and turrets except of the ball turret, pilots
and co-pilots positions.
The flight was awesome, a real trip back in time. The sounds and vibrations emanating
from those four Wright Cyclone R-1820 engines is something you never forget. The
shaking, the sounds of rushing air, and the open views, are truly a time machine that takes
one back over six decades of flight.
I've taken all my kids to air shows. I‟ve also taken them to work with me out on the
flightline a few times using my security escort badge. Several times for their birthdays I
rented a small Cessna aircraft and paid an instructor pilot to take my children up flying.
The instructor would allow them to fly the aircraft and get the feel of controlled flight.
My daughter joined the United States Air Force Reserves (USAFR) in 1999. She has
been on constant active duty orders except for when she had her baby 4 years ago. She
currently is a jet engine technician on C-17's. I wonder if the air shows, renting aircraft,
and taking her to work, had anything to do with her join the USAF.
I remember my first aircraft flight like it was yesterday. I had been working at a grocery
store called Central Markets and had just taken a new position at a company called City
Products Inc., as it paid more. It was commonly called “The Ice House‟ because they
made ice and sold it to the city‟s stores. I quickly made friends with an Air Force Veteran
who had also only worked there a short time. He was using his GI Bill Education
Benefits to take flight instructions. We were making crushed ice and filling ice bags one
day when we started talking about aircraft and the United States Air Force. I was all ears.
At one point he asked, “Gary, have you ever been up flying?” I responded “No” in a
disappointed tone. He then said, “So, you have never experienced flight?” Again I replied
“No.” His next question was one that caught me off guard, “Well Gary, do you want to
go flying with me this weekend?” My answer was a quick, “Thanks, yes I do!” He
explained that he had already completed flight school and soloed. He was now flying to
build up flight hours so he could start instrument flight training and classes.
My mother was somewhat suspicious but agreed after he stopped Saturday morning to
pick me up. It was a perfect day to fly, sunny, warm, and scattered clouds. We got to
Albany Airport and checked in with the flight school. The flight school administrator
asked him, “Who is this kid and why is he here?” My friend explained that I‟d never been
in an aircraft and he was going to take me flying with him. The administrator said, “You
can‟t take passengers with you when the GI Bill is paying for your flight hours.” They
talked back and forth and I was very disappointed. Then I heard the administrator say, “If
the kid hides out past the hanger in the grass where I can‟t see, and you let him in the
aircraft, then I don‟t know anything.”
That is exactly what I did. I hid out of sight and when my friend taxied the aircraft out
near me I got in the aircraft. I fastened my seatbelt and put on the extra set of
headphones. I listened as my friend talked with the tower and shortly we were rolling
down the runway. The aircraft lifted off and we flew around for two hours over fields,
forest, lakes, and hills. A few times he even let me make a few turns with the aircraft. At
one point he said, “I need to practice a few emergency approaches.” I quickly asked,
“What emergency, what are you talking about?”
He explained, “Pilots need to practice for emergencies just in case they have one
someday.” He went on and told me, “I‟ll put the engine in idle to simulate an engine
failure and lose of power; then we will look for a field to make an emergency landing in
and I‟ll fly an approach. Just before we land I'll increase the engines power and we will
continue our flight.”
Soon our two hours were almost up. We landed and before we got insight of the Flight
School‟s Office he stopped and I exited the aircraft, then I met him at his vehicle. That
flight almost seems like it was yesterday.
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Post by LBer1568 on Mar 26, 2023 2:43:07 GMT 9
Did anyone here go TDY for special missions with the Six? I remember back in about 1966 we took 2 F-106 to Ft Campbell KY along with other Fighters...F-101, F-102 and F-104. We were living out in "Field" in Army tents provided by Host Base...Fort. There were about 40 USAF troops and a pilot for each bird. The pilots would go into town and bring hot food and cold beer in evenings. We were feed off back of duece and halves and Army folks seemed to enjoy it. But they were not happy when our leaders returned with goodies for us. We had a new LtCol in charge and he told us not to be concerned with our accommodations and that we would get per-iem when we returned as he declared that army rations were substandard along with tent ciry. All the Officers were housed off-base with full per-diem. The purpose of our being there was for the Army to test out some new anti-aircraft shoulder mounted missiles I think they were called red eye. We flew our birds from bare runway in middle of woods on the fort. The army guys would be out in small opening and the Fighters would fly by near openings at pretty low speeds. That allowed army guys to determine bad guy vrs good guys and try to get lock-on/launch before planes got too far away. They really were trying to get good test reports so they could continue with the program. As we sat around on last night there we were joking with out Six Drivers and ask them why they we coming by at almost stall speeds. The said those were their instructions. After a few cold ones our pilots told us to watch our last fly by. Yup, they flew last pass in full burner at rapid pace. The surprised everyone and shocked the Army testers so good that one dropped his missile and others all dropped to ground. You can't hear a fighter at tree top at high speed in woods. But man the shock waves did just that...shocked the testers. Needless to say they Army wasn't happy and when they started to bad mouth our 2 pilots, they simply said that was real life testing folks. These weapons are not designed to hit fighters in war like conditions. No pilot would fly that slow with known weapons in area. They would be taken down easier with small arms fire. Anyone remember the movie about the Army Bradley Fighting units and there "Real time Testing"? The Army Brass don't like to see bad test results when they want the weapons in field ASAP.
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