larry myers

Anytime DOD says its going to improve the retirement system and save money you'd better grab your ass because your about to get screwed. Recall sometime about mid 90s DOD actually made a dramatic change, (don't remember what it was, I was already retired). As a result, retention plummented along with morale. This went on for several years and eventually the great minds in DC changed it back to what it was prevously was.

Don't hold your breath for reengining. How long have we heard talk about B-52 reengining? You may see some big time system improvements on SOF acft., for the most part, because they have the money. But on standard airlift acft., unless something bad happens, i.e.,wing falls off, ect. don't expect anything major. It all boils down to budget dollars and the AF has little credibility with Congress in this matter. Further, the SecDefs pledge to reduce DOD spending makes the likelyhood of getting anything new and better on the wing pretty remote in my view.

As I recall, the requirement to taxi fwd. some distance after backing was to remove side load stress from the MLG.

Couple backing stories and one fwd. movement one. Back when Ramstein was a sleepy F-102 base with narrow taxiways snaking through the woods we were trying to get back to the main ramp. This involved backing down a slight incline to a T intersection. The LM was busy doing something else so I ended up lying on the closed ramp with ramp door open attempting to help the AC out of the maze. As we were backing down hill the acft. begain to pick up speed. At the same time we were approaching the taxiway intersection. We were going too fast to make the turn so I advised the AC we should perhaps slow down a bit. And we did, but not enough. At that point there was probably some urgency in my voice and as a result the AC applied too much brake. As I watched, the pavement begain to get closer and closer, and I thought we were going to set the acft. on its tail. Didn't happen and soon we were back on the main ramp. In the middle of a moonless night we were backing on a very tiny hardstand at Sembach AB. Everthing seemed normal so as the crew waited I quickly secured the acft and we went to quarters. However, the next morning did we get a big surprise. Had we backed another 15/20 feet we would have been right at the edge of a steep drop off. As it was the tail was over the abyss. In my B-47 days about three weeks of each month was spent on 15 minute alert. Normal procedure was to rotate tires on every crew change. On this particular tour as I would get a new crew they would ask me if the acft. was in good shape and did the tires need rotated. Not knowing any better, I responded all is good. Soon thereafter we had a scramble that required the acft. to taxi to the runway, advance power to takeoff after which they would return to the alert area and recock. On my acft. after starting engines I gave the signal ready to taxi. The power was advanced higher and higher but the tires were so flat spotted the acft. would not move. So the AC begain to rock the acft. and at last it begain to move. I thought the wings were going to break off as the acft. taxied off the stub. I can tell you for sure, after that when tire rotation was due I saw that it was accomplished.

Better start looking for a replacement. This ones beyond PDM.

One of my favorites was at Lakenheath....."F-111 pilots go deeper and stay longer."

Bob, The C-130A IIs at Rhein Main had two 16 liter converters. There were two old type buildup and vent valves on the right side about chest high between the first and second fuselage portholes. Do not have first hand knowledge of the B IIs am guessing they were the same as the mission was the same. Someone told me after I rotated the configeration changed to one 30 liter converter. Our training acft. 54-1637 was pretty much a standard airlifter and it was gasous oxygen.

Giz, You make a good point. At my last reuion too small name tags was a big issue. At our age they need to be big, real big.

During Operation Elderado Canyon in 1986 the 48th lost an F-111F to a Libyan ground to air missile while egressing it's target near Tripoli. Both crewmembers were never recovered.

Makes two aircraft the 48th has lost over Libya.

I like it!!!:D

Was going to say that GVS, but you beat me to it. As the sqd. super I saw to it that crew chiefs and AR techs were rotated so as ensure there was AR experience on the flt. line and vice virsa. About 1982 we, along with the 20th TFW, became the last USAFE units to reorginize to POMO. This was very difficult for some people but in the end the best AMU chief was an AGE guy and the best crew chief was an attack radar troop. It was very gratifiying to see how well some people performed out of thier AFSC. On the other hand some found it difficult if not impossible to adjust. Several years later I had occasion to talk to a by then retired senior NCO unable to transition from an FMS shop to the AGS and in fact was so stressed he at one point considered suicide.

Your right, Tiny, this is sooo wrong. It's apparent, you have way too much time on your hands.

Yea, that generally worked for me also, except it was a 10 1/2.

Geez, I learned a new word today. My apologies to Juan, turns out he is better at his second language that I am at my first.:o

Dan, The herks I worked on didn't have this accumulator. I know the purpose of accumulators but could you kindly enlighten me about this one?

I think perhaps Juan means flukmeter, what we used to know as a PSM-6. Keep in mind he is posting in his second language.

Haven't seen a tubed aircraft tire since about 1970

I thought the crewman was looking through the air deflector door into the compartment behind. And what was it he was so intent on inspecting. Only compenent I can think of is the refueling manifold drain pump. Unless the BAF birds have something in there the USAF aircraft don't. Could the digital engine instruments be described an modernization?

Koen, Great piece of video. BAF airlift professionals doing what they do best. Many years ago I ate, drank and slept this stuff.

Gizzard, Think I have it figured out. It's not that thier so young, it's that we're so old!!!

I recall when Gaddifi took power in, I believe 1969, my sqd. was on rote to Mildenhall and we did the same evacuation. Flew into very southern Libya and picked up people at an American oil company camp. And just like now, many of them were not American. We delivered them to Rome. It was a long trip with the worst part not knowing what we might encounter as intell was sparce. When we landed in Rome the Red Cross was there to provide the evacuees assistance. None of us had had any thing to eat for some time, so I helped myself to the Red Cross provided snacks. The Red Cross lady present allowed as the snacks were meant for the evacuees. Don't remember what my response was but do remember it was not at all polite. Probably on the order of f--k you lady.

It always made my day when I was able to sign off an inflight squawk iaw the dash 0ne.

Spookychief, I know my first post was not any help, and perhaps my second too. But hopefully it will make you smile a bit. Know this is a stressfull time for you and your crew. Hopefully the 00GE provides the guidance you are looking for. If not, use good judgement based on your experience. And if you are not comfortable with how it's going just stop.

If the surface the acft. is parked on is unstable or soft is there more suitable pavement within reasonable towing distance? If not, consider placing shoring beneath each of the jack pads. Would ensure the bird has minimal fuel. In other words don't jack at max. jacking weight. As Plaprad posted follow instructions in the 00GE. I've succesfully jacked herks on asphalt, with and without shoring, psp, aluminum planking, and dirt. If the surface is anything but optimial recommend shoring, assuming the 00GE doesn't specificily prohibit it.