Happenings and Do Dads

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A brief and condensed history of the duties of the 3506th and the 3508th Flight Line Maintenance Squadrons assigned to the 3505th Maintenance and Supply Group, Greenville Air Force Base, ( ATC ) Greenville, Mississippi.

When we were assigned to our respective squadrons, straight out of Tech. School, with an AFSC, (Air Force Specialty Code) of 43131C, The numbers "43" prefix indicated we were trained as "Tactical Aircraft Maintenance Apprentice". (Airframe) The "C" suffix code indicated we would be qualified onAir Craft with a single engine. The "3", (the suffix code before the ("C"), indicated our proficiency level, or the "Skill Level". The "1s" were used as separators, After being assigned, we would be in an O.J.T. status, (On The Job Training) for some time and as our experience developed. we would be tested and if satisfactory completed would be awarded our next Proficiency Level. (As I remember), Once we acquired the next skill Level of "5" we could be assigned an Aircraft as the designated "Crew Chief", and would be required to assure the Air Craft was maintained I/A/W all Technical Orders and Manuals, in a professional manner at all times. The advancement of the "Skill Level" was synonymous with our Rank Advancement structure as well. This practice continued until 1992, when the skill level structure was re-designated.

Mission Objective:

To provide quality aircraft support for the training of Cadets for the Pilot Training Program at Greenville Air Force Base. Duties included, Pre-Flight Inspections, preparing the aircraft for scheduled flights, assisting flight crews, assisting in pre-startup, and recovery of aircraft after mission completion. After each flight: Possible correction of minor discrepancies, refueling aircraft, assuring aircraft is in satisfactory and safe condition for the next flight, and prepare the aircraft for the next training flight. After all scheduled flights were completed for the day, performed Post-Flight inspections, and logged discrepancies in the Air Craft Forms. and performed minor repair of those that could be done, and signed off in the forms. Assured aircraft was ready for next scheduled flight.

Performed Scheduled Periodic and 100 Hour Inspections:

Tail section and Engine was removed and all scheduled inspections performed for quality assurance and reliable service of the engine, flight controls, and all system components. After all inspections, and discrepancies were satisfactorily completed, the aircraft was reassembled and moved to the "Run-up" area and all systems checked and adjustments made, and then the aircraft was readied for Test Flight to perform in-flight check out of all flight controls, engine, and all components for satisfactory and safe operation.

Airman Bill Gregory, 3508th "B' Flight, 1958

"3508th Barracks Row" Greenville, Mississippi

Richard Dewald sent these pictures to Roy Call, and Roy sent it to me to be posted.

This is Fritz Kambich on the left and Bill Holden on the right
Thats a 52 Chevy in the back of these two. Picture sent in by Bill Holden, taken in 1954.
For the skeptics of the "Ike" Jacket......Take a look at these two.

Billy Ray Smith, Greenville Air Force Base, Greenville, Mississippi.
This Picture of me was taken in 1954 at Greenville Air Force Base, Greenville, Mississippi. Best I can tell I don't have anything on my sleeve. Could it be I'm, what we used to refer to as a "Slick Sleeve". Don't remember the exact date of this picture, But a possibility it would be about the day I checked in at Greenville, right out of Tec. School. Or maybe just before the first promotion list that came out after I arrived at Greenville. I think I sewed that first one on soon after I got to Greenville, Mississippi. (I think I had at least one strip when I arrived at Greenville. as most of us did.)
Picture was taken in the doorway of the barracks. The ladder on the left side of me was the "Fire Escape" for upstairs.

Bet y'all remember these little house's..On the right..
They finally put these up so we would have a place to get out of the rain.
Thats Cliff Ackerman sitting there looking busy and maybe having a smoke.
The shack was the 06th,Charlie,or Dog flt.Spring of "54"
Picture sent by Fred Dunsmore.

On the Left...A1c VanDorn showing off his T-Bird in his "revered" one piece fatigues.
Sent in by Ray Vanborn.

The one on the left will be Aaron E. Swims, taking care of his bird.
On the right, will be Vern Dillman, also taking care of his bird.

Pictures sent in by Aaron Swims.

This is a great shot of the flight-line layout

Picture on the left:
We finally won that elusive Grand Prize of "Maint. Honor Dock". Picture was taken in September, 1959, at Greenville, Mississippi.
"Now ain't that a happy crew"

Picture on the right:
Hanger Major Maintenance, Maybe PE, The person working under the nose cowling is Aaron Swims.
The person in the back seat, looks very much like, Civilian, Comm Maintenance, Mr. Dan Dudal.

Greenville Air Force Base

Air Training Command Makes History

Date....1955

Lots of extended bad weather rolled in over the base and It look like we would not be able to fulfill the required flying training commitment for the Cadet Classs to Graduate on schedule. The wheels began to turn and the final plan was to utilize the(SAC)Strategic Air Command's Deployment Concept to send Air Craft, Personnel, and Equipment..to another base to finalize the flying requirement for the Cadet Class's to Graduate. This was a First for a non-combat unit to utilize this concept. We were deployed to Laredo Air Force Base, Laredo, Texas, and other Pilot Training Bases. Weather was good and we out flew the other bases 3 to 1 sorties during the same time period. This allowed the Cadet Classes to Graduate on schedule. This is a little known fact and as for as I know,

Two short stories that happened while TDY to Laredo.

Do you remember when the 08th went to Laredo Texas, and other base's, in, I think 1955 or 56, At that time enlisted members were
authorized to run-up and taxi after completing training for that. Had to be at least a 5 level to be considered.

Fast forward to Laredo AFB,Texas;
Our job at that time was if the pilot encountered a problem that required the plane to be run up and/or taxi check, after the Pilot had aborted the flight, he would normally make a write-up in the forms and the problem would be taken care of later.
But we were at another base and trying to get as many sorties as possible for the Cadets training requirements. At a time like this the ground crew was called on to analyze the problem with the required taxi or run-up to check out the problem. My bird was on a take-off-roll, and encountered a "nose wheel shimmy", the pilot aborted the take-off and returned to the parking ramp. I met him and ask what was wrong, he informed me of the problem, and he egressed the aircraft and turned the aircraft over to me to perform a required high-speed-taxi check to hopefully, duplicate the problem. (The Aircraft is still running,) I got in without doing any thing except making sure the safety pins were in properly. I radioed tower for a "High-speed-taxi.check" and was told to hold for clearance. Now keep this in mind, we were flying 3-to-1 sorties more than the base of Laredo, quick turn-arounds, everything was moving fast.
Back to the runway.
I finally got clearance on my request for a high-speed-taxi, I maneuvered out to the runway, lined it up, and begin the roll, a few feet down the runway, and all of a sudden I noticed the aircraft begin to sway and I looked at my flaps settings and they were set at 20°, and that is the setting for "take-off". Well I just about lost it. (I can't remember what the air speed was at that time.) I jumped on the brakes to slow that sucker down, and that's when the nose wheel came down hard, and that's when I realized I was actually on a take roll and actually about to be airborne. I remembered the Cadet was in the rear seat, I keyed inter-com and told him to apply the brakes, and help me stop the bird. I manage to call the tower to prepare for barrier engagement, we slowed down enough to make the last taxiway before the barrier, wheeeew. The pilot was waiting on the ramp. I did manage to determine that the nose wheel was low on air, and was in fact what caused the nose-wheel-to-shimmy, put required amount of air in the nose tire and the pilot thanked me for the fast analogy and repair and the mission was completed. If the barrier had been deployed, the take-off's on that runway would have ceased until it was up and running again, several days for re-install that barrier. I don't know if anyone realized what had happened, and I didn't tell anyone about it until I understood there would not be any action taken against me for what happened.
That's my story and I'm sticking to it....................BR

Later...................
Another interesting moment I Remember, we were moving fast, later during our stay, I found a tire low on air during Pre-Flight, rushed for our air compressor to air it up, got the hose hooked up, and attempted to start the "Squirrel" (I think it was called,) It was not going to start easily, so I began to get overly anxious and jerked the crank handle quick and as fast as I could and then it happened, the motor started and I was still cranking, well before I could stop, I knocked myself out with the force of the crank around the left side of my head, above the ear. I was only out for a few seconds, but I had a small knot there for a couple of days.

#1 Tsgt ? McMahon / #2 SSgt J. Pickelman / #3 A1c ? Callaway / #4 SSgt B. Allen

#5 A3c J. Bruchert / #6 A2c ? Paulus
#7 Msgt ? Orsie / #8 A1c W. Strojney / #9 A1c ? Borassa / #10 A1c ? Taft

#11 A3c Balinice / #12TsgtShuster / #13 A2c ? Eddie

Gil Oliver refueling a T-33 Tip Tank in June 1959

Photo sent in by Gil Oliver

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