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Submitted By: Terry Crihfield

When I reported to Warren AFB in March of 1973 I met then MSgt Halstead. Seemed to be tough guy, smirked, never laughed. One day he asked me if I had a brother named Mike, who was a 462, when I said "Yes", he immediately proceeded to tell me how miserable my life was going to be. Seems him and my brother had a number of run-ins at Blytheville AFB in the late 60's. They didn't like each other and it took for what seemed forever for me to get on Earl's good side. Crihfield bio

(Posted: 1 May 2003)

Submitted By: SMSgt John A. Solimena

In Late 1965. there was an incident that took place during an exchange activity by the Navy at Lake Mead Base, Nevada.

February 1966 A remedial plan was set By Col Jack Hughes and Staff that required increased QA Checks and a requirement for all crews in DASA to be initially certified and periodically be recertified on all maintenance activities assigned to Manzano Base.

Lt Col Caraveo and Maintenance Officer Major Mitchell Mickel assigned me the theater, E and M bays and rooms in old Plant #1 and three ex- Lowry AFB instructors, SSgt Charlie Vidmar, SSgt Erv Hill and SSgt John Thomas.

We four set up a classes on all weapons assigned to Site Able with Sandia Corporation Training's Charlie Allen , Al Hachigian and Gene Church. We went thru each of their lesson plans and visual aids and upon completion. Set up the required proficiency training courses at Manzano Base. All the Type 3 trainers were sent to Plant 1 and when classes were not in session the weapons were set up on display. We conducted guided tours to many visiting General Officers, Field grade and politicians.

We four were quite proud of the work we achieved. I have fond memories of the times we had and a million laughs brought on by the humor of Charlie Vidmar (God rest his soul.)

These men also attended Nuclear Emergency Team Training at Sandia and served with me on NET Team 1 as I recall Don Franklin was assigned NET Team 2.

(Posted: 7 May 03)

Submitted By: Mike Maggelet

I was a young airman assigned to the 509th MMS at Pease AFB, New Hampshire. After a few year's working in the M&I, I volunteered for Storage and Handling.

The 509th flew FB-111's, and our weapons were stored on MHU-141 trailers. Bombs on the upturned rail decks with chocks and secured with turnbuckles, and SRAM on railsets. It was our job to do crossloads, rolls, inter-area transports, and convoys. The main vehicle was a 2 1/2 ton truck, but for inter-area movements we also used forklifts and a farm tractor with H-721 towbar. The shop was manned with 461's, 462's, 463's, 311's, and AGE troops. It wasn't uncommon for us to do a dozen rolls on a Friday afternoon for trailers due for maintenance the next week.

One bright sunny day we were tasked with crossloading two trailers of B43's. Everything went as normal getting a work order, tools, pre-announcement, keys, code of the day, etc. The minute we authenticated, our bright sunny day turned into a downpour (as if out of nowhere). Not having field jackets, we continued to work in the pouring rain performing the crossload. It was so bad that even our leather work gloves and tool boxes were soaked through.

Eventually we finished the task, pushed the loaded trailers inside, re-checked the tiedowns and updated the log. Pushing a loaded trailer was great exercise, two of us could push a loaded bomb or SRAM trailer into a structure. The second we closed the igloo, locked it up, re-authenticated, and pulled out the jackphone, the downpour stopped as if on cue, and the sun came out. Every team member was soaked to the bone and looked like a drowned rat. And you wonder why we got separate rations!

(Posted: 8 May 03)

Submitted By: Clarke Ketter

STONY BROOK AIR FORCE STATION

When I reported to Stony Brook Air Force Station (Air Materiel Command - Chicopee Falls, MA) in the fall of 1956 as a 33130, it had been in operation for about two years. Built in 1954 as one of the last Operational Storage Sites in the United States, Stony Brook eventually housed approximately 400 enlisted men and officers. Originally staffed by members of the 1091st Special Reporting Squadron out of Sandia Base, New Mexico, the unit assignments gradually changed throughout 1955, 1956 and into early 1957. When I arrived at Stony Brook, the units assigned to that station were the 3084th Operations Squadron (my assignment), the 3084th Support Squadron and the 3084th Security Squadron. The 3084th Operations Squadron was redesignated the 3097th Aviation Depot Squadron in March of 1957. The unit designations remained the same during my tour there from late 1956 until my separation from the Air Force in July 1959.

Memories of my arrival at Stony Brook as well as most of the daily activities remains, at best, blurry after 46 years. My first impressions of Stony Brook were positive with the barracks, mess hall and other perks being quite a step up from my experiences in basic training at Sampson AFB and tech training at Lowry AFB. The barracks rooms were semi-private accommodations that were very comfortable and roomy compared to the bunks and open bays of my previous assignments. When I first arrived, I had a roommate, but at some future date I had a room all to myself. Good duty. The mess hall was excellent, although some of the menu items were similar to earlier experiences, like SOS for breakfast and "mystery meat" for dinner. But, overall, the food was great and the surroundings more than acceptable. The Air Force treated us well in that regard. I am sure that, with Stony Brook being a vital part of our country's defenses during the Cold War, we were all treated better for that reason.

Thanksgiving and Christmas holidays became special treats with lots of food, festive decorations and atmosphere. Of course, we had the usual aspects of military life, such as KP, barracks and other details, room and building inspections, and discipline. However, those aspects were a small price to pay for the better than average treatment we received.

The responsibilities shouldered by the officers and enlisted men on Stony Brook at that time, as well as the other similar sites, were awesome now that I look back on that period. As the history of the Cold War is disclosed in greater detail to the American public, it will be better understood how truly dangerous this period was and how close the world came to total destruction. The initial disparity between the immense military might of the army of the Soviet Union and the demobilized American military following World War II was offset to a great extent by our nuclear weapons arsenal. The ability to assemble and deliver nuclear weapons in a timely and efficient manner to all of our strategic forces became a battle of extreme importance. With the successful detonation of their own nuclear weapon by the Soviet Union in 1949, the ability of the United States to build, maintain and expand its nuclear forces took on an even greater urgency. Thus came the advent of the Operational Storage Sites such as Stony Brook, Rushmore, Caribou, Deep Creek and Fairfield, of the Strategic Air Command, and of the later concept of Mutually Assured Destruction. The role that these sites played during this period is little known except by those that served on them. Of course, the need for secrecy at that time was paramount.

Now almost 50 years later, it is my contention that the story of these dedicated Cold War veterans needs to be told. They truly are the silent warriors. (Posted: 16 Jul 03)

Then A1C David H. Burcham, (MSG ret., USAR)

Vandenberg AFB, CA, 1961-64 AFSC 33150 (before reverting back to 46er’s)

Trained in MK ll (Thor), MK lll (Atlas D) and MK Vl (Titan ll) Systems

My Personal Memories of the Cuban Missile Crisis

A friend and I went to Los Angeles for the Labor Day weekend in 1962. On that Saturday night we were breezing west on Santa Monica Blvd. in my little 1955 Triumph TR-2. As I passed through an intersection on a green light I observed an LAPD patrol car do a U-turn behind me and turn on his red lights (not blue back then). I pulled over and he wrote me up for three violations I had never heard of.

In the process of giving him my driver’s license he noticed my active military I.D. card. He went into this long dissertation about how little we “kids” were paid. What I gathered from his talk was that he was just giving me a warning ticket, so I meekly folded it and placed it in my billfold.

On 1 October I left Vandenberg for 30 days leave, my first leave since joining the USAF on 31 October, 1960. I gave a buddy my mailbox combination to check my mail periodically while I was gone and if he saw anything that looked important to let me know. After I had been home in the hills of northwest Alabama about a week and a half I received a business sized envelope from Al with a note that read, "This looked important, so I thought I’d better forward it to you." Inside was another large envelope with a return address that read, "MUNICIPAL COURT, CITY & COUNTY of LOS ANGELES" In it was a warrant for my arrest for "Failure to Appear in Traffic Court"! I immediately searched my billfold and retrieved the citation I had received in L.A. and discovered to my dismay that it was not a “warning ticket”.

I was supposed to appear in court on a day in the third week of September. I immediately drove to a friend who lived closer to town and had the luxury of a telephone to call the number listed on the warrant. I explained that I was home on 30 days leave in Alabama and requested a court date toward the end of October. They gave me a continuance of my case with a court date around the 25^th or 26^th (it’s been 39 years, so I don’t remember exactly). Therefore, I made my plans to leave home on the 23^rd to make my court appearance in L.A. on time.

While I was home I rediscovered a sweet little girl I had known in high school (who is now my wife of 38 plus years) and we had several dates while I was home. The last of these was on Monday evening the 22 of October. I intentionally cut it short and headed home early to pack up my car ( a ’55 Chevrolet, 2-door, 265 c.i. V-8 bored out to approx. 273) that I had traded for while home.

I had only caught little bits and pieces in the news about Cuba. When you are 19 years old some things just don’t catch your attention. Of course FM radios in cars was a rarity in ’62 and the local AM stations were pretty weak. On the way home that evening, an announcement was made that President Kennedy would make a very important speech concerning the Cuban Missile Crisis.

The further out in the country I went going home, the more interference my radio had. I was straining to hear what the president was saying because I was sure it would have some effect on me as a member of the active military. As I passed under one of TVA’s (The Tennessee Valley Authority) 460kv transmission lines, my radio suddenly came in very clear. I stopped and backed up under it to listen to the remainder of his speech. When he had finished, I knew that things were about to get really interesting for us nuclear weapons guys. But, I had already planned to head back west very early the next morning so I didn’t give it too much thought.

I left home with what I calculated as just enough money for gas and food to get me back to Vandenberg plus an amount I hoped would cover the fine I was sure to have to pay. I drove non-stop back to California. I had a gut feeling that if I went back to the 51^st Orderly room and signed in I would not be allowed to go back to L.A. for my court appearance. My intentions were to sneak back into the barracks, get a good night’s sleep and drive back to L.A. the next day. However, these plans were thwarted at the main gate. I had gotten liability insurance on the ’55 Chevy at Alabama’s minimum of 5-10-5. The A.P. at vehicle registration informed me that California required 10-20-5 and I could not bring my car on base. I called a Tech Sgt friend who lived in the Air Force housing across the highway from the main gate and was able to spend the night with him. I made my run to L.A. and back without incident.

I returned to the Squadron area, signed back in off leave and jumped right in to the frenzied activity that was ongoing. At that time in history Vandenberg was sort of a showplace for SAC and a worldwide missile training site. Plus we were the west coast equivalent of Cape Canaveral in Florida. Therefore, our missile squadrons did not maintain their site with warheads installed. So, when the “stuff” hit the fan we had to rush to get a live nuclear weapon mated to each flyable missile.

I think some of the guys were a bit upset with me because I was not available to help with the majority of what had taken place. But, I was able to participate in the mating of the last MK III RV which gave us a full compliment of combat ready ICBM’s. That trip to the missile pad was also an adventure. It was quite different to the many training trips we had made in the past. We had more than twice as many armed A.P.’s escorting us and also a helicopter giving us aerial overwatch. If my memory serves me correctly, every flight-ready missile in each missile squadron’s inventory had a live nuclear weapon on it.

(Posted 25 Jul 03)

SMSGT ANNE GOLEMBESKI (Retired)

I was part of the initial cadre brought in to bring Peacekeeper on line. It was 1986 and this photo was taken of the very first operational PK reentry system. I believe the date is Oct 86. This is only a portion of the entire shop. The PK shop was two branches, reentry systems and reentry vehicles. We ran two RS and two RV bays full tilt and the entire shop probably numbered 50 or more. Crews were divided between RS and RV duties. I was an RV team chief. Crews changed constantly as people moved between branches and shops and after a year at PK I moved the Minuteman shop. No offense to all the PK’ers out there, but MM was a lot more fun.

There are lots of stories that go with the people in this photo but they are probably not appropriate to tell here. My favorite airman did not make this photo. His name was Jordi Karban. At various points during the time he was in the AF he mixed his medications with alcohol and was suspended from PRP and he was hypnotized and was temp decerted but he always managed to come back. It was a constant challenge to get him to come to work on time, complete his jobs and exercise some common sense. I still have nightmares about him and his Bronco. PK Picture

(Posted 14 Sep 04)

ROY NORMAN

I was an E-6 assigned to the Navy Special Weapons Unit #471 in 1948. I was part of a team that went on board the USS MIDWAY in Norfolk, VA. on 22 November 1948 amd there was an Air Force Weapons team working on board at the time. Never knew where they were from but if any one remembers this incident I would appreciate the information.

Roy A. Norman LCDR USN Ret. usnmustang1@bellsouth.net

Submitted by: Darwin J Ramsey

You asked for stories so I decided to send you one. This is my recollection of an event that took place in the storage area at Bitburg AB, Germany during the Winter of 59-60. It involved teams 1 and 9 of the 5th TDS. I am relating this story because it may explain why some of the things we do may seem unnecessary, but are the corrective action as the result of an incident.

We were working in a building with one bay door and two personnel access doors. The interior of the building had the normal rooms: battery room, capsule room, records room, office, break room, latrine and two bays (electrical and mechanical}. We had a Forward Inspection Team {FIT} shelter assembled next to the bay door. A FIT shelter, very similar to a Jamesway, is a canvas Quonset type shelter. It comes packaged in large plywood boxes which become the floor when the building is assembled. We used this building for painting weapon skins, along with the shipping boxes and barrels. The shelter was heated with a gasoline powered Herman Nelson Heater. Heat was provided from the heater through yellow plastic 24" expandable tubing.

We had a Mk 7 disassembled and was proceeding with a storage and assembly inspection. I was working in E-Bay with about six 331X0s. There were about seven or eight 463X0s in M-Bay. Two Weapons Maintenance Teams (WMT) worked out of this building but at the time we only had one weapon disassembled.

The Herman Nelson Heater ran out of gas so A1C (E-4) Detwiler was sent out to refuel and restart the heater. He was accompanied by another Airman. They filled the heater with 7 gallons of gas from two 5 gallon gas cans but the heater would not start without priming. A paper cup was filled with gas and Detwiler proceeded to pour the gas into the carburetor. The cup ignited so Detwiler threw it. In order to avoid getting hit with the burning fuel, the airman with Detwiler jumped back kicking over the partially filled gas can, which they had neglected to put the cap on during the refueling process. The can was on the upside of a step slope so the gas ran down hill to the FIT shelter. Upon hitting the wooden flooring the gas went both directions and under the FIT shelter. The spilled gas was ignited almost instantly as was the unoccupied FIT shelter.

A1C Detwiler came through the personnel door into the mechanical bay and told Earl Bordelon, "the Jamesway is on fire", Bordelon thinking it was a " butt" can told Detwiler "take that fire extinguisher and put it out", pointing to the bay extinguisher. Detwiler said, " it's too big for that". Bordelon looked out the door to see flames 20 feet high. He called out "fire" and get out of the building. We had a disassembled weapon which could not be moved and even if it could, we would have had to take the bare sphere through the fire. We evacuated the building and abandoned everything. I think it was Captain Barber, the OIC who informed the security gate and Fire Department we were evacuating.

We ran on a path through the woods and over a hill to the gate, some 300 yards but a much shorter distance than taking the road. I expected an explosion at any time as the flames rose well above the trees, but we couldn't see the building behind the trees and hill. I remembered being told at Sandia the HE would burn but when the instructor was demonstrating the burning of a 35 pound casting it blew up. We were probably the last class to get that little demonstration of confidence building.

Arriving at the gate we could not exit since the Air Police, having been notified of the emergency, had already departed. No fools among these guys. We decided we were probably far enough away so we waited for the fire trucks to arrive. We thought they could just crash through the gates. The fire trucks didn't have to crash in after all, because they did not arrive until the following day and a more sheepish looking group I hope to never see again. Of course, I only had the Air Police with which to compare them, who began coming back within a couple of hours.

When the flames subsided and it was apparent no assistance from the Base was to be expected, we decided to venture back to the building and see what we could salvage. The fire, even though, quite bright and furious for a time, seemed to die out rather quickly. Maybe two hours had passed.

The FIT shelter was completely destroyed as well as the 20 or so gallons of paint and thinner stored within and all the contents. The Herman Nelson Heater was also a total loss. The bay wall was badly scorched but had prevented the fire from consuming the weapon. The maintenance building was otherwise undamaged.

What was most significant was the corrective action which were applied Air Force wide. Some may still be in use today. I'll try to relate a few.

• The fire department said they could not locate the off-base weapons storage even though, we had been calling them once or twice a day as fire symbol signs changed on the buildings. A fire inspection was now required to be accomplished quarterly by a fire inspector and all weapons storage areas will conduct a monthly fire drill to include the fire department which will respond to an interior building
  
  
• All maintenance and inspection (M&I) buildings will have two bay doors for weapons entry and exit
  
  
• Only a one day supply of paint, oil and grease may be present in the maintenance area. Storage of bulk supplies will be kept separated from the maintenance building. Paint will be stored separate from oil and grease
  
  
• Weapon maintenance stands will be mobile

The Air Police coined a new term for their action. They called it "expanded security". That term was to be used years later for some emergency destruct plans. I laughed every time I saw it, since I knew its origin. The new policy was that Air Police must remain at their post to assist in emergencies until relieved.

Submitted by: Clarke Ketter

MEMORIES OF STONY BROOK (2.28MB)

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Submitted by: Clarke Ketter

Career Field History (500KB)

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Submitted by: Don Read

My History To The First Tactical Depot Squadron

Submitted by: Manny Clothakis

US Bombs in Europe (3 MB)

(requires Adobe Acrobat Reader)

Submitted By: Mark Williams

Carswell AFB

Submitted by: Wayne Wendel

Bitburg AB

Submitted by: Robert F (Bob) Click
13 Mar 2008

Hello.  I am Robert F (Bob) Click, from east Tennessee.  I worked for a contractor from 78-80, installing and maintaining service stations.  My background was farm work, as my father had over 40 cows.  After trying unsuccessfully to be hired by one of the area's leading employer's, I decided to join the military.  There was never any question as to which branch I would join.  I was waiting on a guaranteed job, 463X0.  They tried to get me to be security police, 461's, etc.  I didn't have to wait long, I went on delayed enlistment in Dec. 1979, and arrived at Lackland 14 Jan 80.

After basic, I arrived at Lowry on 28 Feb 1980.  I was a "six year wonder, as they called us few", so I was wearing E-3 in Tech school.  I graduated 5 June 1980.  I remember something funny from Block IV, The Air-to-A Genie.  Mr. Dent taught us that block.  For some reason, we had started the block on a Friday afternoon.  We disassembled the rocket, and wasn't back until Monday morning.  Mr. Dent was asking random questions, to see what we had remembered.  My best friend in Tech School (David Paz), Mr. Dent said, where's the warhead PAZ???  Dave was shaken up, and he was not sure.  He pointed to the nose, and Mr. Dent and the rest of us laughed.

BTW, if anyone knows whatever became of David Paz, I would like to know.  All I know is he went to Mather, and that he was from Yakima, WA.

Upon completion of Tech School, I was assigned to Pease AFB, New Hampshire, 509th Bomb Wing, 509th Munitions Maint. Squadron (SAC) from June 1980 to June 1982.  There are LOTS of great memories of those 2 years at Pease.  One time, a Staff Sergeant and myself went to the control room, got the keys, got the daily code, and headed out to open an igloo.  Well, we inadvertently "jacked in" to the wrong igloo, the one beside of where we were cleared to open.  I guess most 463's have heard of getting "jacked up", well, that's what happened to us.  The security police (whom we knew by name and facial recognition) had to do their thing, and we wound up at Base LE Headquarters, and our shop chief had to come and sign for it.  There's more, but not sure if the same procedures are still in use.

While at Pease, I got my A/A from the University of New Hampshire by wearing out night classes.  I was also promoted to senior airman during this time.  In the spring of 1982, I received orders to Norvenich, but a couple weeks later were changed to Spangdahlem (Dang).  I left Pease near the end of June 1982, and arrived in Spangdahlem 2 July 1982.  I was single, but ended up extending, as others did as well.  So So many good memories of Germany, and all over mainland Europe.  We traveled, visited, indulged, participated in lots of off base activities, we mixed right in with the German people. While in Germany, I quickly became an E-5 and also completed 17th Air Force NCO Leadership School. So after 3 years at Spangdahlem, I received orders to Kirtland AFB, New Mexico.

My time at Kirtland was brief, only one year.  Upon arrival, I was assigned Team Chief in Plant 4, large diameter weapons I had never seen before, also I was given "fresh" airman, was learning the new weapons from scratch, and training them at the same time.  I had lots of additional duties and I never felt "accepted" by the other 3 Team Chiefs. So when a job came open for the control room, E-5 only, I took it.  It was a much better job, and we had a great bunch there.  I made a couple of dumb mistakes while at Kirtland, but young men, you cannot tell them anything.

I had been trying to re-train for some time, and never got anywhere with it.  Then, while I was at Kirtland, they canvassed E-5's from 46370 to either Jet Engine Mechanic or Aircraft Fuel Systems Mechanic, and I applied for both.  I really wanted to be in aircraft maintenance.  I was eventually accepted (BY HQ AF Randolf  --  cause AFLC turned it down) to re-train.  I became an Aircraft Fuel Systems Mechanic, assigned to Myrtle Beach AFB, South Carolina, arriving in Sept. 1986.  This was the 354th Fighter Squadron, (TAC) flying the A-10 Thunderbolt II  (Warthog) (Kills Tanks Dead)

In January of 1988, I was presented with a "you have to re-up or get out" and you have 3 weeks to reach a decision.  I wish I would of stayed, had a line number for E-6, but elected to separate, my Dad was already 74, and Mom 64.  I was 19 when I left them, and never really knew them as adults. 

It was a tough decision.  As soon as I had my line number and 7 level, I became "Supervisor, Swings, Fuel Shop", and at age 27, I was feeling some of the weight.  I would of preferred to serve out my enlistment, sewing on E-6 with several months to go, and see how I liked it.  Oh, well........

My identity and heart will always be a 46370, that's what I was most of the time.  A Team Chief, and I have so many fond memories of times in the bay, and another horrible story that would of at least resulted in a bent spear.  Even with MSET, DOE, DNA, SAC IG, USAFE NATO TAC EVAL, and I don't know how many others...........it was great!

I am proud to have been a Nuclear Weapons Technician, from 14 Jan 1980, to 24 Sep 1986
I am also proud to have worked on the now famous A-10 Thunderbolt II 25 Sep86 to 22 Apr 1988
TOTAL LOS 14 Jan 80 to 22 APR 88

Friends from Pease:  Dane David, Mike Maggelet, Mark Peterson, Wayne Stile, Alan Bumpus, Ben Beltz, Dennis Wilson, Jerry Cecil, Don Purvis, Mike Bennett, Eric Meyer, and Sean Flaterty.

Friends from Spangdahlem:  Gerald E. (aka GYRO) Girard, Jose M. Salas, Armando A. Millan, Gary W. Petty, David A. Baker, Robert L. Knupp, Craig Johansen, Kevin Jones, Scott Kerr, Michelle Prehoda, Perry Kirks, and Jeffery Harrell

Friends from Kirtland:   Michael Reddic, Phillip Watts, Daniel Lambaria, Jim Reeves, and MSgt Ferency

Friends at Myrtle Beach:  Ron Hendon, Michael Ruger, Chris Meyer, Paul Hegstrom, Ron Dalrymple, Phillip McCollogh, Nathaniel McNair, Waye Person, TSgt Benjamin, MSgt Smith, and SMSgt Hatfield.  Probably others that don't come readily to mind.

Left with a line number for E-6, and 2 "7" skill levels, both as a Nuclear Weapons Technician 46370 (secondary AFSC)  and then as an Aircraft Fuel Systems Technician, 42373, (primary AFSC).

Regards, Bob Click

Submitted by: Jeff Norkus
19 Feb 2009

As a former 463 and an Army Warrant officer in the same business (until the Army did away with them), when I was the NCOIC, as a SSGT, of the "Plant" at Loring, AFB.  We was recalled early one morning, O-O-dark thirty, was on my way to work and the route took me by the "Q" and noticed nothing was there.  I presumed it was an elephant walk.  As I rounded the end of the flight line where the planes should have been, nothing was there????.....  Scared the holly be-jesus out of me. Are we at war? Where are they (the alert birds)?  Are we under attack gonna ge under attack?  Why aren't  we  vaporized? Were just a the few polite questions I had for the controller. They other questions were not so polite because all he could say was, "I dunno". A-Typical control room idiot.

Found out why later that day.  Can't say why here but, it was a scary situation..

Submitted by: Donald Read
04 Jul 2009

I do really enjoy the Newsletters that i received since I was working on the MK-5 units in 1954 in England. But I do have one comment. The photo of the MK-5 at the museum does not mention that the B-45's carried the MK-5's. The MK-5's were delivered in 1952 with the 1st TSS which later became the 1st TDS to RAF Sculthopre, Norfolk, England. The B-45's arrived shortly thereafter. I arrived in England in May of 1954 and worked on the MK-5's and saw many of the B-45's which carried them. I noted that the sign in the Museum does not mention the B-45 as an aircraft that carries the MK-5. I had started writing a history of the 1st TDS, but have not finished it -- but it does have the facts concerning the B-45's. I just wanted to bring to someone's attention that we were the first Tactical Unit (to my knowledge) that worked on the MK-5's and the B-45's at RAF Sculthorpe and the other Bases where we had Detachments. I have attached the unfinished writing that I had started. You may use it as you please, but i did want to straighten out that fact.

Click to read the full story:
What About The 1ST Tactical Depot Squadron