GVS

Yeah- Like 5 LIT OFF JATO bottles stuffed in that cake!

Correct!

Some masters were 9 levels and as I recall all seniors and chiefs were 9 levels so I'm sure you knew a 9 or two. When the 9 was earned the letter suffix was lost because the individual is now in management. I knew at least one 5 level E4 who could sign off a RED X .

Ken, In the early to early mid '60s that tech school was called "JET OVER TWO ENGINES" and awarded a 43131E to the new guys. In about '63 the "F" shred out came into being and troops that had OJT on C 130s with an "E" were given a "F" as a primary with "E" as a secondary.The JET OVER TWO SCHOOL at Shepard used an A model 130 (roman nose) as it's main trainer while the school at Chanute used a B 47. At that time all it took to cross train was OJT or FTD school.

seems to me if the cond. lever is taken out of feather and moved to A/S momentarily to remove the - blade angle,the "T" handle would have to be pushed back in or the prop is right back in full feather. Maybe pull some C/B's. Could be all wrong,been 45+ years since I pulled a"T" handle or cond. lever on a Herk.

Heard them called roller conveyers.

One of my flight chiefs use to say "I don't mind flying drunk but I hate to land hungover"

Cut vet benefits and vote themselves a raise every 2 or 3 years.

I don't think I've ever seen an E without pylon tanks installed.

No where near enough complexity involved.

YIKES!

Been watching this one and figured it was about to turn a little ugly. Lets face it, if not for Maint. AND Flt. crew we'd all be ground pounding infantry.Lets get over our little PMS snit and act like what most of us are: mature old pharts.

A little about crew chiefs and Asst. crew chiefs taxiing acft: this goes back to Evreux in the early '60's. Crew chiefs often rode the Rt.seat on low or high speed taxi checks which were almost always done by a test pilot. The test pilot sometimes brought a Flt.Mech. along and if not another C/C or A/C/C held down that seat and C/W that part of the check list. I only heard of one instance of an Acft. "bouncing" off when the pilot told the C/C to bounce the nose. NO Maint. people were authorized to taxi on that base at that time. One test pilot used to tell the right seater "don't touch the gear handle even if I tell you to" On aTDY to Incerlik A B, Turkey in about '63 I watched C/C do an engine start on a base flt. T 33.Several guys were standing around the acft. and when the engine was on speed at idle they all climbed aboard and off they went to the flt. ops. snack bar for morning break. Years later when I had left the Air Force and was working for an aircraft manufacturing company I and several other Maint. people were taxi certified and did many taxi checks.

Don't forget the BUSH JACKET AND THE PITH HELMET.

Yes, light tapplng on the strut will dislodge air bubbles that cling to the inside walls of the strut. Useing a single gauge and a "Y" hose when serviceing nitrogen is a good practice. Exercizeing the strut with the schrader valve open is also recommended. I never used the tube with the "U" bend but if I was still in the bussines I'd give it a try.

That is outrageous. I've never heard of such a thing!

That is outrageous. I've never heard of such a thing!

Square cabin windows make it a C 118(I think)

As stated before at Evreux the C/C flew with their acft. if it was landing off station even if it was only going to Chadareux.They were also on hazardous duty status. But of course there were exceptions: on the ALS mission that included a stop in Warsaw,Poland the C/C was droped off in Copenhagin and while in India C/C were not required to go up to Leh. We generaly weren't required to fly while at Lockbourne except on TDY back to Evreux but remained on H/D status. On the Pau JT a CALSU with maint. people was established at Pau and a C/C wasen't required to go to down there even if the flt. crew and acft. RON'd.

Where I was stationed ,any time the acft.took off and was going to land at other than home base a crew chief was to be onboard.I many times helped the load and flt.mech. off and on load. I remember an instance when my acft. was loaded by an A/P load and as we taxied out for T/O I noticed the load shift. Had to hold at the end of the runway while the loadmaster and I hustled to secure things

Fritz, The last two crewchiefs of 466 that I remember were Don O'Danial from about '61 to '63 when he rotated then his asst. Gil Morgan took over until early '65. As an aside,are you aware that 466 folded the nose gear nearly into the flight deck upon landing at Leh, India?

No .I took over from Bob Matzilla.I had been his asst. for 6 or 7 months.Took it to India in May '63. C/M Sgt. Blansett told me to put my name in the forms.I said "but,but" .He said "do it, Matt rotates before you get back to Evreux". I knew S/Sgt Atchison-nice guy. Come to think of it, Blansett and Matt were both real good guys.

Hi Dutch, I crewed 56-531 out of maggi 6 and Ray Braswell was my Asst. and should have taken over when I seperated.Seems to me 523 was a maggi 4 bird.Am I right or wrong? I'm pretty sure we had a good number of mutual buddies!

Dutch, I got to Evreux in Aug.'61 and as you say the forms indicated that the acft. were assigned to 317 CAMS.However when the 130 first came to Evereux I'm just about certain they were assigned to the individual flying squadrons (39th,40th and 41st) until CAMS came along and all maintenance people went into CAMS. 317th TCW was reactivated at Evreux in April/ May/June of '63 with Col. Kinney as comander and of course moved to Lockbourne in May/June '64. Me and my acft. left for Ohio in late May of'64

That old JD is up for sale again!