SEFEGeorge

Old Norton bomb sites? :)

So true Giz.

Almost always set TIT. On Es 932, Hs 970 or was it 1010. Can't remember exactly.

Have to agree with you. Other things to consider - if you drop your iPad it's probably now a paper weight. If you drop your -1 you just pick up the pages and get them back into order. Another obscure reason, paper makes a pretty good tinder, plastic does not. You know for those times when you need a starter for a campfire.

Agree. Just grab some young airmen 2 stripes and they'll probably just the job as well or better the the O's doing it now and for a lot less. Guess they probably get flight pay and have to go through altitude chamber qual as well. Wonder if the O's have CSAR on speed dial?

At Hickam, we used "canned" Form Fs. The FE's would re-do the Form Fs long hand every so often, I think it was 3 months.

Interesting article. I've got an answer for them. They're no longer "pilots" and play Microsoft Flight Simulator for their job. http://defensetech.org/2013/01/02/19091/

You definitely need to know how to do it "old school" even if you use electronics to do it normally. You may need to be able to one day - broken device, dead battery, etc.

Don't know about any of you but I much prefer having a book to refer to. Not as easy to search through, but I find it easier to flip back and forth through when needed. Plus it's easier to make notes in the margins. My -1, -1-1, and checklist had many notes, etc., in them. As long as the notes were current, etc., no one ever hand any issues with it, especially in the checklist.

All my blue training certs, etc, were put into a 3 ring binder by my wife at the time. Came across the binder in a box not too long ago. It's a 1.5" binder and it's full. Guess the AF didn't realize how much money they spent sending me to courses, CDC courses, etc. Lot of good it did!!!! A lot of AF paid party time!!!!!! :cool:

I really didn't carry it until my Hickam assignment. Our chutes were in our seats and were part of the preflight inspection - checking inspection date, etc. Then it just became a habit after that assignment.

I had a nice 4" fixed blade knife that I carried in a boot sheath. But lost it when they sent me through arctic survival school in '83 after flying Hercs for 5 years and at Elmendorf for almost a year. Hell it might still be in the woods outside Eilson AFB.

Ah, so true. Flew with the shroud line cutter open in it's little zoom-bag pocket.

Best assignment I ever had, except for the 1st shirt, what a "never flown as a crew member" d***head.

Ahhh, the MC-1 switchblade knife. You might be able to cut butter with it.

Not sure, but did you have a Form 8 type record to record your flight evals or whatever? Can't remember now if that kind of info was kept in the Stan-Eval section.

I'm going to go out on a limb here and say "in the air."

Back in the day, 1975-76 in the 16th TATS, we did approach to stalls in training but not full on stalls. That was plenty for this FE.

About the only times that I actually had to use the nose hose was when I was stationed at Hickam in the TG. Just about all of us went to Life Support had got a fitted helmet. A lot more comfortable. There were a few other times I used mine. First was my cherry ride out of the 32nd. We were taking a bird to depot and the nav's radar scope burnt up. We went on O2, I depressurized and then pulled the top hatch. Landed at WR without any further problems. Another time was coming back from a 10 hour overwater out of LR. The navs were done so we decided to see how high we could get. When cabin altitude started hitting 10k we put on O2 and ended up at 42,500 ft and cabin altitude was, oh, I just can't remember!!!!! :rolleyes:

And now with only 3 crew members, there's plenty of vacancies.

I applied about a year ago. No results yet, but every so often I get a letter saying my application is still under review.

Not long after I first checked out as a FE I had an E-9 tell me that on his first trip into South America at a field that was at 13,000 feet, he puzzled for some time on how to depressurize for landing since the pressure controller, in auto, only had a max 10,000 cabin altitude setting. Guess even chiefs had to start somewhere as an inexperienced FE.

Just finally watched the movie last night. Nice sequence but artistic license! The weight of the plane would have dropped substantially, probably by half, when the wings and tail came off. But still, a lot of weight to be pulling through the air.

We use to do "hot-turns"(?) at LRF. Morning crew would stay at acft and the turn FE would "debrief" them on the flight deck. They eliminated pre-flights for the afternoon crew this way. I was the turn FE one day and got the debrief from the AC and FE and they had over-torqued the engines to around 23k (from my memory). Written up on a red /. Not knowing exactly what was required for an over-torque, I upgraded the red diagonal to a red X, and entered my name. CC was pissed as hell and said I couldn't do that. He called out his line chief who started to bitch at me. I had to stop him and told him that I thought it might a safety of flight issue so I upgraded the symbol for better clarification (and as a CYA thing for me) since I hadn't been given a good explanation of the inspection requirements. He called the correct people out to explain the requirements, ie, if I remember correctly it could fly a combined to of 50 hours, etc., or something like that before the inspection was required. So they downgraded the red X to a red / and off we went on a 5 hour pilot pro. Just one of the times I pissed off maintenance and the 16th TATS squadron CC. But I still have some ass left.

I thought that the 73's went to LRF at first. They were there when I got to LRF in '75. If so how'd you make a 10-hour overwater to Hickam from LRF? Seems part of the story is missing. Anyway, sure liked flying missions with them, except for maybe the PPs with students in the winter! Ham-fisted students kept you on your toes knowing that any of the 100+ T&Gs might be an over-torque. Well it seemed like 100+ plus anyway.