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HERE
Travel to family in CONUS From Hawaii & To Reuions, WW2, Korea & Vietnam
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Vietnam Air Force Pilot Wings
My GySgt Rank came 3 months before I retired when the new E-8 E-9 ranks took full effect. I had a one year letter in to CMC for retirement & could not be promoted. I had been a MSGt E-7 since 1957, served as Personnel Sgt Major, Line Chief, Maintenence Chief, S-4 logistics Chief, S-3 Ops Chief. Had recived USAF/VNAF pilot wings on contract(after retirement USMC) at USAF Advisory Group-Vietnam 1964-1968). Also had Vietnamese award not shown on the available items.Served as Senior CH53 Rep for 14 Years on Okinawa Japan with MAG-36 (1973-1987). During those years was deployed to Korea each year for"Team Spirit Exercise". Also support of units in Cubi Pt PI. Was on the LPH Okinawa for Opertaion "Frequent Winds" Apr 1975 Evacuation of Saigon. Was deployed to Diego Garcia than to Oman in support of prepartion for rescue of prisoners in Iran Late Nov 1979 .Prisoners were released when Regan was elected as President WW II to Viet Nam
While on a flight to Tokoyo in a 747 I was the only passenger in the upper deck behind the Pilots compartment. I told the Capt always wanted tom see how they flew that large A/C. He said it was easier than the helicopters & small A/C I had flew. He said if he was caught brining me in the cockpit he would lose his lisence. However no other passengers were in that area & he seated me on the jump seat behind him. I sat there for the 8 hour flight to Tokoyo . Like he said the Pilot imput info in the computer & than mostly just observed. The Flight Engineer was the most active of the 3 he was constantly transferring fuel cells for weight & balance. Every 30 minutes he checked in with the Air Traffic Control & made small heading corrections for the curvature of the earth. Approach heading for the Tokoyo runway was imput the computer, 20 degrees flaps was set & airspeed fror decent was set at 185 Knots the landing Gear was lowered & as the MLG touched down the throttles were pulled bak which than resulted in reverse thrust . He than had a control handel under the instrument panel that controlled the nose wheel. It was guided on a white line on the taxii way that led up to the parking space where cross lijnes designated type of A/C to the 747 Mark than set the brakes. There had been very little mmanual action by the pilots. Most of the flight was automatic pilot & the computer.