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Aero Precision provides OEM part support for military aircraft operators across more than 20 aircraft

OldSalt

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core_pfieldgroups_2

  • First Name
    Quinn
  • Last Name
    Elliott
  1. I could really lay a passel of Rants and no raves on this subject. But, I'll just write-Political Correctness which is always STUPIDITY has far and away reduced our military effectiveness, no matter what the dunderhead senior military and politicians may counter with.
  2. Chronology 1. T-28 B & C 2. TC-45J, C-47J, C-117D, HU-16, C131 3. C-1A 4 RA-5C, A3D, TA-4F 5. TH-1L, UH-1E 6. RH-53D 7 TH-1L, UH-1E again 8 F-14A 9. SH-3G 10 F-14A again The T-28 gig was a super opportunity to learn the Recip trade, about 120 of them in VT-2. I loved the R-1830 (C-47) best, once one became accustomed to the counterweights rattling on start up and idle. Most airframes with same engines (R-1820), T-28/HU-16/C-117D/C-1A. I trained in basic recip engines on the R-3350 in AD-1 or 2 Skyraiders, later Advanced recip training in AD-5 Skyraid
  3. Being in the Navy at he time, and many years total, I didn't pay much attention at the time to the carrier landings by C-130's. Just now however after reading this forum, I noted an interesting part of it concerning the flight engineers. For any Navy types reading they will most surely understand. If as stated the FE'S were both Aviation Machinist's Mates (Reciprocating-Real Engines) as ADR is (I looked elsewhere also and all seems to agree they were) one could find it unusual that they didn't have ADJ'S (Jet Mechs) as FE's. The Aviation Machinist's rating was clearly defined during that t
  4. I have a very fine book on the B-36, quite large it is, like the aircraft-several times pilots are quoted as stating the B-36 was the most "overpowered" aircraft they had ever flown-some had fleeted up out of B-29's and indicated that the B-29 could be sorta iffy at times power wise. As a boy in far North West Florida on the farm (NavalAviationCountry SNJ'S by the dozen) I saw many Peacemakers, medium altitude to waaay up there (only recip aircraft I have personally seen leave a contrail). They were always flying east to west or verse vici, many times one engine would be feathered. A tradem
  5. Larry Fascinating story of military aviation history-all the active duty types that I encounter are completely dumbfounded when told that indeed Enlisted Men flew military aircraft. Since this is a C-130 thread, perhaps someone with the know how could come up with a site dedicated to the Enlisted Pilot, Army/AAF/Navy/Marines/Coast Guard The stories out there like yours are legion, if they aren't told, and seeing as the Officers wrote most of the history, it will be lost. I have written to various entities, down through the years, many are always crowing about the Tuskegee Airmen, telling them
  6. Sourced up some info on him-enlisted in Navy 1937, flight school 1940, designated NAP in late 1941. In 1943 commissioned as a LTJG. Flew with a "Black Cat" PBY outfit in the Pacific. Flew in Berlin Airlift, and was in VR-24 in Morocco, and then Naples, Italy. Retired 1957-flew with a University for some 14 years, then Southwest Airlines. Snapshot of his career, states 10,000 hours military and 19,000 plus civilian hours-if true that's a bunch. Joined the Great Majority in June 1987.
  7. Mr. Marine C-130! Henry Wildfang went through the Aviation Cadet Program in 1941/42-designated a Naval Aviator/Second Lt of Marines. Served in transport squadrons in combat areas and perhaps the PBJ (B-25) in Pacific. After release from active duty in 1946, he resigned a Major's commission and enlisted-reenlisted after almost 90 days as a Master sergeant and designated a Naval Aviation Pilot. Appointed to WO-1 (Naval Aviator) in 1960-most interested folks know his history including Khe Sahn and Gray Eagle award as the senior Naval Aviator on active duty. Gunner Wildfang is one of the Few/
  8. Don, Pomeroy flew the two C-117D Super Gooneys and the one C-47 (sometimes two aboard) we also had two C-45's assigned-I don't recall him every flying one of those. We hauled mostly cargo and personnel, with some vip's moved in the C-47 on occasion. As I recall a fellow named Stanley was the boss of the C-131 a Lt Commander-that aircraft was in a world of its own, explicitly for the use of the Commander Naval Forces Europe in London, at his every wish and beckon. It had its own personally assigned E-8 and E-9 for maintaining and crewing it-the Master Chief taxied it wherever it needed to
  9. I recall that fine morning, I arrived early to pre flight my trusty C-47 (R4D-6)-as was soon evident, the Hercules had just departed for places unknown. I was Ships Company of a small Naval Air Facility (NAF) permanately stationed at Mildenhall. The Air Force was all in a tizzy, as seemed to be their way quite a lot-then I found out what had happened. The tizzy worked itself around to being absurd in my and my Shipmates opinion-we had to place "check stands" and anything or something big in front of our aircraft when we ran them up The presumption I suppose that us Enlisted types were goin
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