Family Tree Maker

1950 - 1959 Ages 15 through 24
Table of Contents
1951 - Learning to Drive and my first car .............................................................................................................2
1954 - Budds Steak House, Beaumont, TX to North Africa..................................................................................3
1955 - 431st Fighter Interceptor Squadron, Wheelus AFB, Tripoli, Lybia .........................................................10
1956 - 45th Fighter Day Squadron, Sidi Slimane Airbase., French Morroco ......................................................14
1957 - Cape Cod and 551st Airborne Early Warning..........................................................................................19
1958 - Reenlist at Westover in Chicopee Falls, MA Air Force Base..................................................................22
1959 - 337th FIS and Washington DC Air Show ................................................................................................27
1
1950 - 1959 Age 15 through 24
1949 Ford This is the car both Mary and I learned
to drive. I was 16 and enough months to take the
class at Classical High.
Got thru all the classes OK, But when I went to
take the test, I had alot of trouble turning atound
in the midddle of the block. Cramp your wheels
one way, and back up or go forward. What a pain.
Backed into a fire hydrant. The examiner must
have been having a real good day, because I
passed marginally, and got my license.
This is my first car, which I bought for $90.00 in the summer of
1951. It was black, and I took the hood sides off to make it go
faster.
And yes ... like all kids, I got into a fender bender in Springfield
at the X (Belmont and Sumner Avenue). My very first accident!
I hung out with some guys and we used
go to some lake in Connecticut to
swim and pick up girls. Cool
This is the same color as the one I
owned. It was really hard to put
anything in the trunk.
to
Of coutse, you had to use hand signals.
Straight up for a right turn, straight
down to stop, and straight out for a left
turn. No seat belts. How did we
survive?
2
1950 - 1959 Age 15 through 24
Budds Steak House, Beaumont, TX to North Africa
Date: January, 1954 through December 1954
Age: 18
Background: Came off the road literally (The Railroad). Grabbed a gondola ... car with an
open top. Had to stuff newspapers in my pants and shirt just to stay warm. Worked as a
dishwasher and swamper for a month or so and felt my life was going no where. We
worried about the draft. I was registered in Springfield, MA ... and just knew they would
catch up with me .... NOT!
Did not know what I wanted to do or be for the rest of my life. I decided too join the Air
Force ... and did it right there in Beaumont. They put us up in a Hotel for the night or two
and it beat the hell out of the Salvation Army and their bread and black coffee for
breakfast. Not knocking Sally but the USAF had better digs and food. Took our physical
and flew out for San Antonio the next day ... to Lackland Air Force Base for three months
of hell.
_____________________________________________________________________________
February 11, 1954 ... a day I'll never forget.
This was my very first airplane ride, a Douglas
DC-3. We flew the 250 miles from Beaumont,
TX to San Antonio, TX, where we boarded an
Air Force bus at the Airport and headed for
Lackland Air Force Base. As I looked around
me, they were all just like me, Young and
Dumb. I was sure the Air Force would provide
three hots and a clean flop ... and would make
most of the decisions I needed to stay alive in relative comfort. We were pretty quiet as I
remember, wrapped up in our own thoughts about the future ... and wondering what we
had gotten into. As we rolled through the main Gate (Below), we would soon find out.
What a eye opener when we got off
the Bus. Met by the DI (Drill
Instructor) and his little Assistant DI.
Didn't even know the guy ... and he
was the rudest, most foul mouthed,
ignorant, loud, obnoxious SOB I ever
met !!! And it went downhill from
there. In the next three months, he
would either indoctrinate us into the
mysteries if the USAF ... or wash us
out. Yes, we had a couple that didn't
make it.
Up at 5:00 am (Drop down and grab
your Socks), shave, dress, get
inspected, and roll out for chow
(Morning meal) ... and then the USAF Follies. We learned how to make up your bunk, clean
floors with a toothbrush, hold GI parties, and respect a whole new way of life.
3
1950 - 1959 Age 15 through 24
This is a photo of open bay barracks we lived
in for three months. The upstairs had a
stairwell and latrine at each end ... and double
bunks in the open bay part. The lower level
had a latrine and baggage room at one end
and the DI and Assistant DI quarters at the
other. Ladders on the exterior at both ends
served as fire escapes.
The interior walls were unfinished. See below
photo. The floor was a reddish - maroon
linoleum. I remember because I saw a hours of
it on my hands and knees. We had a buffer
assigned to each barracks and after we waxed
and buffed ... we would pull each other around on blankets to get the buff marks out. Fat
kids worked better ... but by the end of three months there were not many fat kids.
Mary and I took this photo in the Museum at Lackland and they did a pretty good job of
duplicating the conditions we lived under. The olive drab bunk in the background next to
the wall was the one we were familiar with. The lighter colored with the four vertical bars
were not born yet. The unfinished walls are authentic.
Note the way the bunks were made up ... exactly as we did ! Instead of the shelf we had
double wall lockers. I got a gig once and the whole barracks was on restriction for the
weekend. Good going Tom. Made you real popular. Of course, no one realized including
the ^#@!%& DI wanted us to do extra training any ways. The cleaning thing would let up
later, but we needed to learn how to do things together, and the discipline and skills the
method would bring in everything. Of course, I didn't have a clue then. That would come
later in life
This is a photo of my footlocker ... or anyone elses since
they were always all the same. Dark rolls upper right are
Shorts, Tee Shirts, and Socks. Then the Air Force Guide ...
then Brass. Left side are Razor, Toothpaste, and
incidentals. The upper shelf lifts off, and other articles of
clothing are stowed below. The footlocker belongs to the
Squadron, and two blue laundry bags and a white lockable
duffel bag are issued to the Airman. During the first week
we got our head shaved ... it WILL grow back Airman! ...
took tests to determine what our best abilities for job
placement would be, got shots for everything. We were so
naive "Look out for the square needle in the left testicle ...
with a propeller on it", Got our eyes and teeth looked at
for further work, and marched or ran everywhere. Most of
the movies which address basic military training (BMT) are pretty accurate.
4
1950 - 1959 Age 15 through 24
This is a photo of some of the
guys in our "Flight" ... what
they called a small group of
airmen. We are out on the back
porch, and are wearing the
fatigues ... Air Force for
working clothes. This was a
one piece garment kind of like
a loose fitting coverall. I hated
it, and so didn't everyone else.
You took two steps, and the
uniform moved once. This was
later replaced by shirts and
trousers.
The Air Force split from the US Army Air Force in 1947 ... and at first we were issued
Brown shoes and Olive Drab Army dress uniform ... also later switched to blues. We got
paid every two weeks, and were marched to the PX for a haircut and to the cleaners to
clean and press our Khakis. They did such a good job, the pants would stand up by
themselves. You had to force your arm s through the shirt sleeves to get dressed. A little
starch was good and a whole bunch was superb.
In 2005 Mary and I were staying at the Famcamp at Lackland, and went to the Base
Museum. I described to the Curator the wonderful old hall with 6 pool tables down each
side, great woodwork, and a huge stage. It was used as an auditorium for training, and
when we got base liberty .... for entertainment. The 3rd or 4th week was when we finally
earned this privilege. The Hall rang and smelled of World Wr II and all who came before
me. The place was named for General Billy Mitchell.
I was delighted to find the Mitchell Hall still intact. The doors, woodwork, and auditorium
were still the same after 50 years. Of course, time marches on, and the 2nd level wing is
now a day care, and the lower left wing is a NCO small Bar complete with barmaid and a
lonely Tech Sergeant enjoying a cool one after work. Some things never change.
5
1950 - 1959 Age 15 through 24
On May 15, 1954 we finally
completed Basic ... with much
fanfare and falderal ... what
with a parade and such. I was
no longer a "Slick sleeve", and
proudly sewed on my Airman
3rd class lonely stripe one
dollar bill from the shirt sleeve
shoulder hem. Boarded a train
in San Diego, and headed to
Rantoul, Illinois for Tech
School. I had been chosen to
be a Electrical Instrument,
Auto pilot, and Compass
Technician (AFSC 42330).
Chanute was a huge base, with
large 3 story brick buildings
for classrooms. We still
marched everywhere, but we
had alot more freedom. Don't
shoot 'en, Chanute 'em.
We spent 6 months in school, and learned a ton about instruments, electrical,
troubleshooting, hydraulics ... etc. Got to go to Chicago a couple of weekends. Went with a
guy named Randy Gaston from Vallejo, CA, He talked me into spending all my money on a
sideshow game. Never did that again. Spent time in the USO just off base, and went to
dances, Yes, they had donuts. Drank in Bars in Rantoul. Other than the USO and the base
movies, that was all there was to do.
November 16, 1954. This is my Electrical Instrument Repairman
Diploma. Well, things were looking up. They made a one time
good offer to promote to Airman 2nd class (2 stripes) anyone who
would volunteer for the Instructor Training Program ... Upon
graduation, I would be a full fledged Instructor, and teach what I
had been taught, Sounded good to me, so I volunteered.
The course lasted six weeks, and it was in the fifth week that they
realized that they were teaching 2nd year College level material.
Graduated, and taught for 2 months or so. I really didn't care for
teaching all that much. I knew the material ... why didn't they?
Sure liked the 2nd stripe and the accompanying pay raise though.
The perks were good, and I got to wear civvies more, and begin to
call my life my own.
6
1950 - 1959 Age 15 through 24
I belive it was in the fall, while
Dad was working as a metal
pattern maker in Detroit for
Chevrolet. He did alot of the
master patterns for the first
Chevy V8 ... to come out in
1956. We met in Chicago and
spent a few days together.
During that time, he helped
me pick out this 48 Ford ...
exactly the same color as the
one in this photo. It was a
four door though.
I paid for it myself, and was
so proud of it. Great to drive.
Had to park it off base next to
the USO, but at least I had
transportation and the freedom it brought. Started seeing the countryside more, to
Champagne , and the small farm towns surrounding Rantoul. Also neat to have a car to
chase girls. The starter motor made the same distinct sound the 1949 Ford did.
Used to hang out down at Base
Operations (Base Ops) and one
day, struck up a conversation
with the pilot of a B-25 ... the
same type of Aircraft that were
used in the Billy Mitchell raid
off an aircraft carrier when we
bombed Tokyo in (1942) WWII.
He was getting some training
time in and filling the quota for
this month. He asked if I would
like to go along. Yeppers ... I
sure would. It was a great
flight. Noisy as hell. Taxied to
the run up area, did a magneto
check, and took the active
runway. Locked the brakes and did a takeoff roll. But the big thrill was crawling into the
nose turret while we landed. That runway sure comes up fast in the last few seconds
before you touch down.
My first leave since I joined in February. 30 days. I set it up with 5 other guys all going east
for the Holiday. They paid the gas and I provided the car. Stayed with Dad. It was great to
be back in Springfield. Of course, I did the same trick every GI did ... had to go to Classical
High School and strut around in my uniform ...
7
1950 - 1959 Age 15 through 24
Ran into Clarence I. Chatto ...
the old Principal. In his office,
he asked what I was doing in
the Air Force. Told him I was
teaching electrical Instrument
repair. Had my Instrucrors
wings from the Air Training
Command pinned on my
Eisenhower Jacket. He wa so
impressed, he asked if I was
still out at 655 Bay St for the
next 30 days, Told him yep,
and he said he would send
me out a High School
Diploma ... and he did!
Got back from leave, and there had been a spinal meningitis outbreak in my old barracks
while I was gone, and my gear had beem moved to a new barracks. Also, I had beed reassigned overseas ... to North Africa. Here's you orders. Report to US Army Camp Kilmer
in new Jersey. They processed everyone going overseas to Europe and Africa. Records,
shots, forms, hurry up and wait .. then a bus to the ship ... and off we go. Wives crying and
hugging. Forgot what I did with the Ford ???
Once aboard the General
Hodges (A troop transport) and
we cleared the dock, I went
below decks and found a less
than habitable bunk room with
racks 5 high and some getting
sick. I was the second rack up.
We ran lifeboat drills every day
or so. They were assigning
cleaning and maintenance
duties, and made the mistake of asking if anyone had experience running a movie
projector. Well, I did from being an instructor, and I spent the next 11 days showing
movies in the Dependents (Restricted) area. Got to spend alot of time with all the wives,
and enjoyed the trip immensely.
Arrived in Port and glad to be on firm ground and off the General Hodges. Also glad I did
not join the Navy. Visited the ruins at Mount Vesuvius, and saw "streets, Coliseum, old
houses of illl repute, bakeries, fountains and much
more. It was great to walk where people did 2000 years
ago. Just thrilling.
Went through Napoli (Naples) or Livorno, Italy where I
toured the leaning tower of Pisa, \ Cameo Factories,
Vesuvius, and the church next to the leaning tower. We
were in Port for two full days. Loved the crazy drivers,
the sidewalk cafes, and bought a shirt there that was
white and blue thin stripe V neck collar shirt.
8
1950 - 1959 Age 15 through 24
Uncle Tom: (My Dad)
This is to the swellest Uncle a Girl could have.
Your Niece, Marilyn
Note:
Picture by Bosworth Studios
9
1950 - 1959 Age 15 through 24
431st Fighter Interceptor Squadron, Wheelus A.F.B., Tripoli, Lybia
Date: December, 1954 through March 1955
Age: 19
Background: Once out of training and teaching at Chanute AFB ... and after 30 days leave, I
was sent overseas via Livorno, Italy where I toured the leaning tower of Pisa, Cameo
Factories, Vesuvius, and the church next to the tower ... and then on to Tripoli. Traveled by
boat, and spent 2 full days in Italy. Spent 6 months in Tripoli, and then went on to the 45th
Fighter Day at Sidi Slimane AFB in Rabat Sale, French Morroco. What an exciting adventure
for a young man!
_____________________________________________________________________________
This is a photo of an airman on the same balcony that
I had my picture taken at. This was on each end of the
barracks where we bunked two to a room.
I remember we paid $2.50 per week to have our rooms
cleaned by the Rag Hats .. as we called the Arabs
then. This was pretty good digs for being overseas ...
as I would soon find out as I went to French Morroco
the following year.
At night I used to go down to Base Ops (Operations) ... kinda like a military airport terminal,
and eat at the snack bar (Not military chow hall food) and watch the C-54 four engine
transport aircraft come and go. The brakes used to squeek and squeal as they taxied in or out
of the terminal. I w ould drink coffee, and dream that one of these C-54's would fly me to hell
out of here. It finally came true, and I rode one of these when I got transferred to Sidi
Slimane.
10
1950 - 1959 Age 15 through 24
This photo might be called Jet Jockys and
Camel Jockys. Three of our squadron's
fighters flying low and three camels. What
a contrast I remember working on the
Hydraulic Instrument sensors, and one
was located in the nose wheel well. I w as
looking for it, and removed an access plate
about 5 inches round and held in place
with six screws. There behind the plate
were the 3.5 inch rockets located in the
drop down Rocket Pod. I held the plate
back up to the access hole ... as if that
would make any difference had one
wanted to go off! Wheelus AFB (Located 11 miles from Tripoli) in World War II was owned
and occupied by the Italians. The ourstanding feature I remember was the glass imbedded in
the top of the rock wall around the perimeter of the base.
This is one of the actual F86D's that I worked on. In fact, it might have been the one where
someone crossed wires in the aileron autopilot followup sensor. When the pilot engaged the
autopilot, the aircraft rolled
violently alternating to the
left and right enough to leave
wihte paint on the inside of
the canopy from the
Pilot'shelmet. I found the
problelm and fixed it. In
January 1955, when F-86-Ds
began to replace the F-86Fs,
the 431st's tail markings also
changed. The F-86Ds had
three horizontal red chevrons
starting at the base of the
rudder, with the chevron
point touching the vertical
fin's leading edge and
angling toward the upper
trailing edge of the rudder.
Inside the rearmost chevron was a solid blue triangle. Factory applied buzz numbers were on
each side of the nose. long, however, before the red-and-white comet was resurrected. This
time, the red portion was divided into two tails rather than one. This design was painted on
both sides of the fuselage, just over the wing, and directly over a long, three-tined red
pitchfork that extended from the cockpit to the trailing edge of the wing. On the vertical tail,
just above the U.S. AIR FORCE and call number, was a wide dark blue band bordered above
and below with narrow red and white bands, with the red ones top and bottommost. The
Squadron insignia was centered in the blue band, just forward of the rudder.
11
1950 - 1959 Age 15 through 24
The cockpit area of the North American F-86-D model. I
was in and out of this it seemed like 25 times a day, As
the Instrument,, autopilot, and compass technician, I
was responsible for everything you see in this photo.
The first thing I learned was to "Safety" the ejection
seat. The "Pins" (with red canvas flags attached) had to
be in. If not, I needed to contact the crew chief and get
them installed. You can see in the photo the flag
terminating at the yelolow handle on the right side of
the seat. You also don't play with the yellow handles.
One blows the canopy and the other gives you a ride 300
feet straight up. Didn't need to tell me twice. I wanted
back to the good old U S of A in one piece!
This was an all weather bird with Radar. You can see
the Radar display in the center of the instrument panel.
This was a great introduction to Jet Fighters ..
Tom's home while living at Wheelus Field in Tripoli. This is
picture of the actual barracks. We used to come to scratch
every morning at 5:30, and ride the truck to the flight line at
6:30 after breakfast. Down the street on base, we started
building an enlisted mans club ... but had no $$$. We took
over an abandoned Quonset Hut, and all the beer came in
wooden cases. We drank our way into stacked (Beer Box)
cases of beer to build the Bar, Chairs, Tables, and behind
the bar storage. Took alot of effort, but what with the
weather being so hot, the "No fraternization" rule in town,
and boredom ... we were up to it. Drink beer to build
furniture? We drank and gambled alot. No USO shows. Only
went into town twice the whole time I was there, but did
visit a ruins 50 miles west ot Wheelus.
a
The "Red Devils" were first activated on 14 May, 1943,
at Amberly Field, Australia. They were given P-38s to
fly, and they ran up a kill total of 225 planes destroyed
in the air. This mark surpassed any made in a
comparable length of time by any fighter squadron in
the 5th Air Force of the Far East Air Forces. The P-38
was with the outfit until shortly before it was deactivated in Japan late in 1949. The "Red Devils" came
to life again when the 172nd Fighter Squadron of the
Michigan Air National Guard was ordered to active
duty and redesignated the 431st Fighter Interceptor
Squadron. The unit left its home base of Selridge Field in June of 1953, and flew to Wheelus
Field, Libya, in twenty-five F-86Fs, two T-33s, and one C-47. As proof of this squadron's
capability, it was selected to be the first fighter unit in the 17th Air Force to convert to the allweather fighter interceptor, the F-86D.
12
1950 - 1959 Age 15 through 24
Our 431st Fighter
Interceptor Squadron
undoubtedly the
noisiest outfit on
Wheelus Field. No one
minds though. We
know the time has
come to worry when
no longer hear the jets
running up and taking
day and night. Their
mission is to protect
Wheelus Field from
enemy attack from
land, sea or air.
is
we
off
We have every
confidence that they
could carry out that
mission if it ever be necessary. In September 1958, the 431st FIS moved to Zaragoza Air
Base, Spain, and was transferred from USAFE to SAC's 16th Air Force.
13
1950 - 1959 Age 15 through 24
45th Fighter Day Squadron, Sidi Slimane Airbase., French Morroco
Date: April 1955 through November, 1955
Age: 20
Background: In April, I was transferred from the 431st at Tripoli. I was excited, as I would
get to seen new geography. Besides, there would be opportunites to socialize more ...
since fraternazation with the opposite sex was permitted. Flew over in a C-54, and played
poker all the way. Took 6 hours to get there.
There is no comment on the rumor that one of our F86 SaberJets was towed off the flight
line in the dead of night and would up parked in front of the Base Commanders quarters
with six 50 calibre machine guns pointer at his front door. The wife opened the door first.
Good Morning Sidi Slimane !
A C-124 wandered into our assigned flight line area and the Maintenance Offtcer told the
124 pilot in no uncertain terms to "Get the hell out". Well, he did. The four engine C-124
spun around on one wheel, and aimed the rear on the aircraft at the row of Dallas Huts we
worked from. He locked his brakes, increased RPM, and blew the roofs out off the Supply
and Maintenance Shed(s). Then taxied out and took off. We were days putting the papers
and sheds back together.\
Hello ... you just arrived at Sidi Slimane
_____________________________________________________________________________
Dance with the girl what brought you. This was the bird which took me to Sidi Slimane,
and the same I watched at night at the Base Terminal in Tripoli.
The Douglas C-54 (designated R5D by the U.S. Navy) was the military variation of the DC-4
four-engine commercial transport. It was the first four-engine transport to enter USAAF
service. The USAAF accepted a total of 1,164 Skymasters from 1942 to 1947. Its maximum
load capacity was 28,000 pounds of cargo or 49 passengers.
During the Berlin Airlift in 1948, every C-54 the USAF had was pressed into service to
supply the isolated city. Many C-54s were later converted into litter-carrying planes for use
during the Korean Conflict, returning 66,000 patients to the United States.
14
1950 - 1959 Age 15 through 24
The F-86-F was built in the
U.S. in 1952. It is a great
handling aircraft. Lift off is 125
Knots and at 300 Knots, climb
rate is 4000-5000 feet per
minute. Cruise is 0.8 mach and
flight level 350 and it can go to
700 nm with optimum climb
descent profile but 500-600 nm
is more likely with ATC
limitations.
The Aircraft is very stable and
makes a good instrument
platform. Roll rate is excellent
at all airspeeds. Landing
pattern handling is excellent
with final approach at 120 Kts
and landing roll about 4000 ft. Later in my Air Force carrer. James Jabara (another
Commanding Officer) flew this in Korea, and became the worlds first tiple jet ace ...
downing 15 MIG's. See Navy F86 based at Port Lyautey Naval Air Station for the F-86 in
Navy Drag
I was in and out of the cockpit it seemed like 25
times a day, As the Instrument,, autopilot, and
compass technician, and was responsible for
everything you see in this photo. The first thing I
learned was to "Safety" the ejection seat.
The "Pins" (with red canvas
Remove Before Flight flags
attached) had to be in. If not,
Ineeded to tell the crew chief and
get them installed. It doesn't
appear this cockpit is "Saftied".
Probably removed for the photo. You also don't play with the yellow
handles. One blows the canopy and the other gives you a ride 300 feet straight up. Didn't
need to tell me twice. I wanted back to the good old U S of A in one piece!
The middle top is another
better view of the cockpit. Top
right is the electronics and
accessories bay starboard
side. Bottom left is the right
speed brake well with actuator.
Bottom middle is a nice view of
the SaberJet ... another
squadron. Bottom right is the
engine bay.
15
1950 - 1959 Age 15 through 24
I remember towing a bird down to the run up pad for an engine check. There was three os
us, and after we tied the bird down with cables, I went up the intake to check for material
(Nuts, tools, rocks, etc.) This was called FOD ... Foreign Object Damage (FOD) ... and could
ruin an engine's day ... as well as yours... if the engine started to shuck turbine blades.
There was a pair of 10 D shoes with the hungover Seargent Jim P attached. He was just
sleeping one off. More about Jim P. later ...
t's called transition, and that was what we did ... going from the F-86 to the F-100. This
photo is one of the actual birds
assigned to the 45th. You can
see the simularity in (yellow)
markings. I remember
attending one month of Mobile
Training School ... complete
with working mockups of the
new birds' systems.
I was up in the intake duct
inspecting when someone
released the RAT (Ram Air
Turbine). Damn near split my
head open. The RAT provided
electrical power upon engine
failure. Two doors open and
lower the generator. I yelled .."
Yeah ... that sonofabitch works" . Thanks Jim P. I didn't spend much time on them, as I
rotated back to CONUS (Connental United States) shortly after finishing school. For more
info see 45th Fighter Day Squadron F-100 Website
This is a photo of the tents we
called quarters. Big come
down from Tripoli ... but
exciting. Actually, ours was
half this size. Ran out of
military uniforms, and none
available at the Post Exchange
(PX). I remember emptying
pockets, and walking right to
the shower. Just washed
clothes, stripped, and took a
shower. Finally we were
allowed to wear tee shirts and
levi's ... with a red ball cap.
That was uniform of the day. I
wasen't complaining. More important things going on.
16
1950 - 1959 Age 15 through 24
Developed a drinking problem. We got paid every 2 weeks, and the 1st order of duty was to
buy cigarettes and 2 - 40 oz bottles of vodka ... to last two weeks. Woke up one morning
and shook so bad I did sick call. Quit drinking vodka, and switched to beer. One day in the
fall, we got hit with a locust storm. What an experience! I got caught outside, and they
really shake you up. They're loud and unrelenting. Finally ran inside, some got in, and took
10 minutes to kill them all. Then an hour to clean up.
This is a photo of a M170 4 by 4 blue truck. It is alot like the
present day Humvee ... and was left over from WW II. I liberated
it from the storage compound. Gas was free, and I could lie my
way off base with a signed Trip Ticket ... courtesy of a friend at
the Motor Pool.
First vehicle I had after the 1936 Ford and I enjoyed the
freedom. Gave everybody a ride, and took it to work, the chow
call ... and it was "Mine" (for awhile). Washed and waxed it just
like it was mine because ... it was MINE ... for awhile ! It also made me the personal
chaffeur to the CWO4 I talked about earlier. For a newbie, he had a WONDERFUL intinery
of raunchy places.
Liberated this 4 X 4 truck which was surplus left over from WW2. Repainted the serial
numbers, and had transportation most of the time I was there. Good job I had the truck.
One day the 1st Sgt told me to hook up with the new maintenance officer (a Warrent
Officer - CWO4), and do what he said. We went into Sidi to pick up a box he had the USAF
ship. Ton of things to make him comfortable. We wound up becoming fast friends, and hit
the bars, sidewalk cafes, and generally chased women. Went to Tangiers, Spanish
Morocco, Casablanca, and the capital (Rabat).
This is a map of the area. You
can see Tangiers, Port
Lytautey Naval Air Station,
Rabat, and the lower part of
Spain. One of our birds had
engine problems, and had to
make an emergency landing
at Port Lytautey. Of course,
being a Naval Base, they had
Marines gaurding the flight
line. This particular bird had
an itermittant canopy limit
switch. It would open up
occasionally, and the actuator motor would make a whirring noise... and the canopy would
retract (Open). In flight this would not happen because
there was a "Squat" swich on the nose wheel landing
gear. Creepy! FinalIy did it at 2:00 am, and the Marine
Gaurd spun around and shot our beautiful F-86 Sabre
Jet. Hit a hydraulic line, sheet metal, and came close to
the errant switch. Semper Fi !
17
1950 - 1959 Age 15 through 24
The pilots were really gung ho. They used to come back from a mission with bushes and
small branches hanging out of the wheel well doors. Not SOP ... but it was rumored they
would put the Landing Gear handle in the UP position on takeoff roll ... so they could be
airborne quicker.
Well, time to end the fun and follies in North Africa. While on the ship coming over, I tried
to tell myself to keep an open mind ...
and for the most part I did. The High
Speed Taxi Test was fun when the front
wheel lifted off. ... Falling off the wing
when doing a compass swing because
Jim P was drinking wasen't. Cooling
beer on the flight line by cracking the
under wing fuel tank drain cocks and
letting the JP-4 drip on the bottle was
cool ... Liberty in Casablanca and
Tangires was GREAT !!! Giant Swedish
Blondes can be hazardous to your
health and ability to walk. And we will
not talk about the Business Venture in
Spanish Morocco involving the world's oldest profession.
Flew back to the good old U S of A to MGuire AFB, New Jersey .. with a stop for fuel in the
Azore in this MATS (Military Air Transport System) Super Constellation. Runway has a
thrilling cliff drop off at the end. Little did I know that I would be woking on a version of
this same bird (C-121) at Otis AFB in Massachusetts on my next assignment.
18
1950 - 1959 Age 15 through 24
Very memorable time in my life.
Note the upper radome ... we
joked it was the only aircraft
you could carry a giraffe in ... if
you could get him calmed
down. We used to divvy up the
food after a mission and take it
home for the family to eat. It
was only going to waste
anyways.
I was an Instrument and
Autopilot Repairman, and can
remember standing on a crew
chief's stand (Big yellow
folding ladder) and troubleshooting sensors in the rear of the engine. I was qualified to
test my work by running up the engines. Needed a crew of three to do this, with one
standing Firewarch on the ground, one in the Copilot's seat holding the brakes and, and
me in the Filght Engineers'seat calling 8 blades to start and run up the engine, and
observing the repair results. The yellow box looking thing in the foreground is an APU ..
which provided electrical and cooling air to the airplane. Note the inflatable bladders on
the front of the radomes and the wings. These would inflate when the plane iced up. I
remember one discrepancy ... Mice in Airplane Cockpit. We instaleld a cat ... Worked fine.
Whe you walked behind one of these birds and all four engines were running up, you could
lean up to 50 degrees and still walk. Of course, if they suddenly cut the engines, you would
fall down. We heard about an airman in the 552nd AEW&C based in California who would
walk through the blades of an idling engine. Never saw it happen, but they say it did.
After my stint in North Africa, I was stationed on Cape Cod. Met and married my first wife,
Shirley. We lived in Centerville, MA, just south of the base. These are the aircraft I worked
on. We had a squadron of 24 aircraft,
and did 14 hour missions over the
Atlantic. See more about the plane
below and in another entry. The Warning
Star entered service in 1955, with the
final variants being retired from the US
Air Force Reserve in 1978. The Warning
Star pioneered the concept of Airborne
Early Warning and Control, with units
being used for fleet coverage, airborne
extension of the Distant Early Warning
(DEW) Line, support of the Apollo Space
Program and other force coordination
tasks. Throughout its life the Lockheed
Warning Star was used to test
experimental radar and electronic
equipment installations. A USAF RC/EC-121 made history in October 1967, when, while
operating over the Tonkin Gulf off North Vietnam, it guided a US Fighter to the successful
interception of a VNAF Mig-21, the first time an airborne controller had directed a
successful attack, setting the stage for many future developments in the arena of AEW&C
19
1950 - 1959 Age 15 through 24
With the advent of
thermonuclear weapons, the
national security of the United
States has depended greatly
upon the Strategic Air
Command’s lead over the
Soviet’s ability to deliver these
weapons to vital targets.
Recently, this lead was
seriously diminished as the
Russians began replacing their
outmoded B-29 type bombers
with new high speed, long
range weapons carriers
comparable to those used by
the U.S. Air Force. Realizing the
increasing threat of Russian
strategic airpower, the United
States has been striving to improve its air defenses, especially the radar detection system
upon which it relies for vital advance warning of an enemy attack. The detection system
has been extended by building chains of far-flung radar sites, ranging from the Pinetree
radar line just north of the U.S.-Canadian border to the Distant Early Warning Line near the
Arctic Circle. At sea, picket ships patrol specific areas n the North Atlantic and Pacific and
‘Texas Towers,’ or radar island, have been built on the coastal shelf off the eastern
seaboard. Complementing this warning system is the 551st Airborne Early Warning and
Control Wing. RC-121 super Constellations, ‘flying radar stations’ built by Lockheed
Aircraft Corporation, are utilized by the wing for its operations. The plane flies at a speed
exceeding 285 miles per hour. Its maximum range exceeds 5,000 statute miles and it can
remain aloft over 20 hours
The RC-121 airborne radar search station and fighter-interceptor control center carries a
maximum crew of 31 men, operates at altitudes up to 25,000 feet and flies at speeds up to
300 miles per hour. Since they remain on patrol over
the ocean for extreme lengths of time, RC-121's are
equipped with tip tanks which enable them to cover
thousands of miles without refueling. Initially,
control of the fighter is the responsibility of the
costal radar station. When it moves into the range of
the RC-121's radar, the airborne Intercept Director
aboard the RC-121 assumes control of the fighter.
On the radar screen, the Director charts the fighter’s
course and position. He speaks to the fighter pilot
constantly by voice radio, giving him new ranges
and courses at ten-second intervals, and instruct
shim as to altitude and speed of approach of the
target. Rapidly the target and fighter close, until the
fighter pilot reports a ‘Tallyho,’ the word he uses to
say he has sighted the target visually. If the ‘Bogey’
is an enemy, the fighter engages it in battle; if the
aircraft is friendly, identification information is relayed to the appropriate channels on
20
1950 - 1959 Age 15 through 24
ground and disciplinary action is taken against the pilot of the ‘Bogey.’ From takeoff to
landing, the fighter-pilot is constantly under vigilance and control of radar personnel,
either through the airborne or ground stations. Repeated checks are made of the fighter’s
fuel supply and Air-Sea rescue units are alerted.
I was 21 and this was the car I drove to
Plymouth and sparked my first wife,
Shirley. Mine was Black and it was a four
door. I remember we went parking in the
woods alot and liked to neck. Those
were the days where if you has a car, it
was just the little piece of the privacy
you needed! One night, we told Shirley's
Grandma we would be back by ten
oclock. Went to the woods, and wound
up in this narrow road which turned into
a ditch as we drove down it ... just wide
enough for the car. Finally made it out on
the road. However, not before the
chrome strips on both sides of the front
fenders and the grille were full of branched and leaves. This Desoto looked like a damn
bush going down the road. Asked where we had been, we said we ran our of gas. Good job
Shirley's Grandma (Lucy) had poor eyesight.
21
1950 - 1959 Age 15 through 24
Date: March 1958 (Re-enlistment date)
Age: 23
Background: Got out when four year enlistment was up, and couldn't find a job.
Decided to go back in in less than 30 days.
This is te F-104 Lockheed Starfighter. I was very fond of this aircraft. I re-enlisted at
Westover, in Chicopee Falls, MA ... and lived in Springfirld with Shirley, my first Wife. We
had a 40 foot mobile home in a park on Boston Post Road near 5 mile pond Where I swam
as a kid). My previous duty station was Otis AFB (551st AEW&C). When I arrived at the
337th, The F-104's were already there one month ... so I did not take part in the transition.
This was all the airplane anyone was man enough to fly. There was a two seater that was
used for training (the F-104B). It was
good to be back working on Jet Fighter
aircraft! I was an autopilot, compass,
and instrument technician, and thrilled
to be a part of the operation. There was
a certain esperit de corps (a passion in
being so damn proud of who we are and
what we did). I was responsible for
engine, flight, and automatic guidance
systems including pitch up control. You
see, when the 104 got into a nose up
attitude (Mushing), the burbling over the
wings would wipe out all horizontal elevator control. One of the systems I worked on
automatically provided a stick shaker as a warning, and then would kick the leading edge
up to push the nose down. This was common on alot of high performance jets. Without
this system in place, it would take 10,000 feet to recover. If you were below 10,000 feet it
could ruin your whole day.
This was not one of our birds.
Don't know the origin of the
photo, but there was also
another photo as good as this
showing NASA birds. In fact, it
was not until years later, when I
was working at Edwarde AFB
for Norhrop that I ran into the
NASA birds. Notice this one has
tip tanks installed. If you look at
the drawing photo, that one had
two other fuel tanks installed
for really long range cruising.
This bird sucked fuel like crazy
... but that's the price you paid
for 1440 mph!
22
1950 - 1959 Age 15 through 24
Multi role Starfighters could
carry a 4000 lb ordance load,
up to 4 AAMs and a 20mm M61
Vulcan. Normal take off weight
was approaching 20,000 lb.
The plane found many buyers
around the world including
Germany, Japan, Jordan,
Pakistan, Taiwan, Holland,
Belgium, Italy, Denmark,
Greece and Norway amongst
others. Many of these F104s
were built by the countries
under license. A true classic of
aviation, who needs wings
when you got power!
The F104 Starfighter has always
been a striking aircraft to look at.
This being mainly due to the very
short wingspan of less than 22 feet
(length nearly 55 feet). This earned
the aircraft the nickname 'the missile
with a man in it'. Due to a series of
accidents with the plane it also had
the unfortunate moniker of 'flying
coffin'. A speedy machine for it's era
the top speed was around mach 2 at
altitude with an operational ceiling
of 55,000ft. This just shortly after the
Korean peninsula conflict where F86
Sabres were flying sub-sonic.
Powering the aircraft to these
velocities was a single General
Electric J79-GE-11A afterburning
turbojet producing 15,800 lbs thrust on re-heat.
In this time period with the 337th, I was instrumental in getting every F-104 in the world
grounded. The Stick Shaker and Pitch Coltrol wiring under the seat was mis-routed. This
could have been disasterous on takeoff or final or low altitudes. It would cause the pilot to
lose control. I found this discrepancy on four of our aircraft, and we ordered a worldwide
check. Many other mis wires were found. The Starfighter was originally designed as an
interceptor aircraft by the American Lockheed works, the prototype flying in early 1954.
23
1950 - 1959 Age 15 through 24
The plane however fell short of it's designer's expectations in this
intended role and thus only around 277 planes were built for use in
this capacity (including trainers). Like many aircraft before it that fell
short of original expectations, the F104 Starfighter found a new job
for itself as a multi-role fighter. In this form the F104G multi-mission
Starfighter was used as a tactical support aircraft and
reconnaissance machine.
We had two civilian midgets we hired to inspect the intake ducts during prefilght. They
would inspect the ducts and forward compressor on the engine for FOD (Foreign Objects
Damage) which might have been sucked up off the ramp ..
or tools left in the ducts. We would slide them in and pull
them out. I rode a F-104 B model in the front seat when the
Pilots were giving rides one Saturday. We taxied to the end
of the runway, locked the brakes, and ran the engine up
through all 4 stages of afterburner. Couldn't hold the bird
and started the takeoff roll. If there had been a $100 bill on
the instrument panel, I couldn't have reached out for it.
Everything was a blur until we reached 40,000 feet straight
up. Flew from Chicopee to Boston (Out over the Atlantic,
and returned. It took around 3 minutes to go from Boston
back to Chicopee. What a thrill! I have seen first ride Pilots come back as white as a sheet.
I rode a F-104 B model in the front seat when
the Pilots were giving rides one Saturday. We
taxied to the end of the runway, locked te
brakes, and ran the engine up through all 4
stages of afterburner. Couldn't hold the bird
and started the takeoff roll. If there had been a
$100 bill on the instrument panel, I couldn't
have reached out for it. Everything was a blur
until we reached 40,000 feet straight up. Flew
from Chicopee to Boston (Out over the Atlantic,
and returned. It took around 3 minutes to go
from Boston back to Chicopee. What a thrill!. I
have seen first ride Pilots come back as white
as a sheet.
This was our Squadron Commander. What a leader and what an example for a young man
to follow! This is his biography from the Air force museam. See Grave Site Arlington, WA
LtCol James Jabara was born in Muskogee, Oklahoma, October 10, 1923. He graduated
from Wichita, Kansas, High School in May, 1942, and immediately enlisted as an Aviation
Cadet at Fort Riley, Kansas. After attending four flying schools in Texas, he received his
pilot's wings and a commission as Second Lieutenant in October, 1943, at Moore Field,
Texas. He flew two tours of combat duty in Europe as a P-51 pilot, the first with the 363rd
Fighter Group of the Ninth Air Force from January to October, 1944, and the second as a P51 pilot with the 355th Group of the Eighth Air Force from February to December, 1945.
24
1950 - 1959 Age 15 through 24
During his European combat, he flew 108 combat
missions and was credited with the destruction of
five and a half enemy planes in aerial combat and
four on the ground. After World War II, Colonel
Jabara attended the Tactical Air School at Tyndall
Air Force Base, Florida, and from 1947 to 1949 was
stationed on Okinawa with the 53rd Fighter Group.
Colonel Jabara returned to the United States and
his last duty assignment before going to Japan
was at the New Castle (Delaware) County Airport,
where he was Flight Commander. He arrived in
japan December 13, 1950, and was assigned to the
Fourth Fighter Interceptor Wing, a unit of the Fifth
Air Force. By January 2, 1951, he had flown five combat missions in F-86 Sabrejets and
had damaged one MiG-15 enemy jet fighter in air combat. His first confirmed "kill" was
April 3, 1951. He scored another April 10, a third April 12, a fourth April 22 and his fifth and
sixth May 20, making him the first American jet ace in history. All his victories were against
MiG-15 jets. Colonel Jabara returned to the United States in May, 1951, for temporary
assignment to Air Force Headquarters, Washington, D.C. and two months later was
transferred to the Air Training Command at Scott Air Force Base, Illinois. Upon his
request, he returned for another tour of duty overseas, arriving in Korea in January 1953.
On his second tour, he shot down nine more MiGs for a total of 15. He returned to the
United States in July 1953 and was assigned to Headquarters of the 32nd Air Division,
Syracuse, New York. He then assumed Command of the 337th Fighter Interceptor
Squadron, Westover Air Force Base, Massachusetts.
He was my Commmanding Officer at the 337th FIS (Westover AFB). I remember I got a
Simpson Multimeter that got stolen from me and I couldn't account for it. Boy, did he know
how to chew ass! Then the 1st Sergeant
worked nme over. Oh well ... I never let
another thing get legs. He died
11/17/1966 The world's first jet-vs-jet
ace was James Jabara of the U.S. Air
Force who scored his initial victory on
April 3rd, 1951 and his 5th and 6th
victories on May 20. He was then
ordered back to the U.S. for special
duty. However, at his own request, he
returned to Korea in January 1953. By
June, he had shot down nine additional
MiG-15s, giving him a total of 15 air-toair jet victories during the Korean
Conflict. Jabara was also credited with 1.5 victories over Europe during World War II. (The
German Luftwaffe had 22 jet pilot aces during WWII but all claims were Allied prop-driven
aircraft.) On November 17, 1966 the Jabara family, James, Nina, James Jr., Carol Anne,
Jeanne and Cathy, was driving on Florida's Sunshine State Parkway near Delray Beach on
the way to a new home in South Carolina where wife and children would wait out Jimmy's
planned combat tour of Viet Nam. Jabara was by then the youngest Colonel in the Air
Force, was widely rumored to be on the brink of promotion to General. Carol Anne, sixteen
years old, was driving a Volkswagen with her father as a passenger, while behind came
25
1950 - 1959 Age 15 through 24
Nina and the other children. Going through a construction zone, Carol Anne lost control of
the car and it rolled several times. James Jabara was pronounced dead on arrival at the
Delray hospital and Carol died two days later. The two were buried together in a single
grave in Arlington National Cemetery.
The car on the left is a 1948
Ford. I owned one just like it
except it was a four door. It
was exactly the same color
(Maroon). Dad and I bought
this car in Detroit. He helped
me pick it out, but I paid for it
myself. Dad was in Detroit. He
was a metal pattern maker,
and was working for
Chevrolet on the master
patterns for the first V8
engines in 1956 ... for General
Motors products. This was a
great car. I remember I owned
this car when I was stationed
at
Chanute Air Force Base in
Rantoul, IL. Don't shoot 'em Chanute "em. I and took 5 guys back to the east coast
(Boston, Springfield, Hew York) and we shared the cost. In Ohio, the roads were covered
with snow and ice, and there was a fork in the road. We skidded, and I straightened it out
by dialing the steering wheel like a telephone ... always steering in the wron direction of
the way the nose of the car was going. Whew ! !!!
1956 - Super 8. Had one of these painted green hornet green. I think it
was just before the 1953 Kaiser. It was when I was stationed at
Westover AFB and was married to my first wife Shirley.1956 - Super 8.
This was the Starfighter patch amd was passed out as a promo for all
customer squadrons by Lockheed Aircraft Corporation. Had one and lost it.
Still looking for a 337th FIS Squadron patch. Had one of those and lost it.
26
1950 - 1959 Age 15 through 24
This is a 1953 Kaiser. It was a
straight eight cylinder "Red
Ball" engine with a 4 speed
automatic transmission. Mine
was a beautiful maroonon the
bottom (Where this picture is
white) and Cream color on the
top (Where this is blue. The
interior was a kina bamboo and
cloth trim.
There were many features
which some said were way
ahead of their time. For
instance, the front windshield was designed to pop out in the event of a head on collision.
I remember I owned this car when I was stationed at Westover Air Fircw Base with the
337th Fighter Interceptor Squadron flying F-104's. Drove it to the National Airshow in
Washington DC, where we supported the F104 flyovers. The National Airshow took place
one week before the nationwide Arm Forces Day military presentations. I was the hit of the
barracks since I brought 20 quarts of my Home Brew. We almost drew a sober breath that
weekend!
This is a T-33 trainer which was assigned to the 337th FIS. I rememer the barreries were in
the nost compartment, as well
as the "Peanut" Inverter ...
which produced on board AC
power.
Once in awhile, on early birds,
if the batteries would gas off,
and you flipped the inverter
on, the resultant explosion
would blow the nose off or do
alot of damage. Other birds that were spin offs of this were the Lockheed F-80 (P-80)
Shooting Star. They were used nvery early in Korea
27