104th FW Ramp Visit by Dave O’Brien

The Massachusetts Air National Guard’s 104th Fighter Wing was created back in 1947, initially flying the P-47 Thunderbolt. In 1951, the wing made the transition to the F-51 Mustang, then to the F-94A/B Starfire in 1954. In 1958 it switched to the F-86H Sabrejet and in 1964 to the F-84 Thunderstreak before switching again to the F-100D Super Saber in 1971. The 104th made the change to the A-10 Thunderbolt II in 1979 and has been flying it ever since.

I was invited to spend a day at the 104th’s Barnes Municipal Airport base with MSGT Billy Midwood, a crew chief for the 104th. I arrived just before 7 AM so I could be part of the morning crew chief meeting. This is where the chiefs go over the schedule of aircraft flying, where they are flying to, and whether there are any maintenance discrepancies with each aircraft. After the briefing for the aircraft that are flying, they go over crew assignments and maintenance discrepancies for the aircraft that are not flying.

We walked out to the ramp around 7:45 to preflight aircraft for 9:30 launch. Two aircraft would go to the FOL (Forward Operating Location) range at Fort Drum, NY, and two other jets would practice at “Yankee,” which is airspace over the Northern New Hampshire mountain range. Billy’s aircraft was 78-696, one of the aircraft that was headed to the FOL for the day. Shortly after we started to preflight the jet, a weapons load crew came out to load the aircraft with rockets and BDU’s (practice bombs) for the range. After 696 was loaded, the weapons load crew moved onto the second aircraft that was going to the FOL while Billy continued his preflight.

Another process done each morning during preflight is when the engine shop brings out its computer and plugs it into the UDU (umbilical display unit) in the nose gear wheel well. After each jet has been downloaded, the engine shop personnel bring the computer back to the shop to analyze the data for any possible problems on each jet. A different process before the launch is when avionics technicians check each aircraft and preset their radio frequencies for that day.

A fuel truck came to fill up each aircraft that was going to fly the morning launch. Since I couldn’t be around the aircraft during fueling, I walked the flight line to take some shots of the other crews prepping their aircraft for that day’s sorties. It was around 9 AM when the pilots started to walk out to the FOL aircraft. Each pilot does a walk-around with the crew chief to make sure everything is fine with the aircraft. The pilots climb into their aircraft, start the APU (auxiliary power unit) and engines and go through the launch procedure checks. The crew chief stays in communication with the pilot via a headset and communication cord, which is plugged into the aircraft.

Once the launch checks are completed, the crew chief unplugs his communication cord and pulls the wheel chocks so the aircraft can taxi to the end of runway. Here the weapons unit will make sure everything is fastened correctly and remove the safety pins from the munitions the jet is carrying. Once they have checked each aircraft, the EOR (End of Runway) crew chiefs perform a quick inspection and walk-around of each aircraft prior to take off.

After the launches, we killed some time before the two local flights would be back and need to be recovered. We had lunch and watched their ritual, “The Price is Right.” (These men could put most women to shame knowing the cost of certain items!). Billy brought me into maintenance hanger to check out some of the aircraft under repair. One aircraft was being totally stripped for a phase inspection, which is necessary after 400 flight hours. Another aircraft was up on jacks having the landing gear operation checked. This was pretty cool, as they were testing it as I watched. Next we went to the corrosion hangar where the aircraft are washed by hand to remove the gun gas and other contaminants from the aircraft. Outside the corrosion hangar was Billy’s aircraft, 166, in the fuels hanger. The aircraft had an issue with leaking fuel and was waiting for parts so it could fly to the depot for further maintenance.

It was now time for the afternoon launch. We made our way back to the ramp to launch a single two-ship. This time I was paired with SSGT Mark Mangini, crew chief of 78-612 for the day. He allowed me to be plug in and listen to the launch through my headset, so I could hear the pilot go through launch procedures and checks with the crew chief. It’s amazing how smoothly everything goes as they check the flaps, speed brakes, ailerons, elevators, rudders, brakes, and other systems.

I watched from close by as the afternoon two-ship launched and shortly after the FOL two-ship returned. Once Billy’s aircraft was chocked, pinned, and shut down, he did his post flight inspection of the aircraft. He then covered up the jet for the day and went into the crew chief room to complete his aircraft forms and computer work for the jet. At this point it was time for my 2.5 hour drive back to New Hampshire. I couldn’t thank MSGT Midwood enough for his hospitality as I spent the day with him on the ramp, and shared freeze pops with him and the other crew chiefs. It was a great experience to see how the 104th’s men and women work behind the scenes to keep these aircraft in the sky.

Starting in Spring 2007, the 104th will convert to the F-15Cs coming from the 102nd FW at Otis ANGB on Cape Cod. Due to BRAC recommendations, the 104th, along with Connecticut’s 103rd Fighter Wing, will send its A-10s to Fort Smith, Arkansas. I will truly miss seeing the A-10s in my local skies.

Many thanks to the men and women of the 104th FW, especially MSGT Midwood for arranging this base visit.

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