Air Refueling Support Stories.
The following events are true and
accurate to the best of the authors knowledge. The events were
described by Colonel Howard V. McDonald, USAF (Retired) and written
here by LTC Lloyd C. Ward, USAF (Retired).
On 25 Jun 1957, 55th
Air Refueling Squadron crew T-10 was ordered to Detachment 2, 55th
STRAT RECON WG, APO 328,
San Francisco
CALIF for 90 day SAC rotational
movement. Crew T-10 was headed by Aircraft Commander Major
Howard V. McDonald; Co-pilot 1/Lt Allen R. Townsend, Jr; Navigator
1/Lt Lloyd C. Ward; Flight Engineer S/Sgt James D. Hutchison; and
Boom Operator S/Sgt Richard D. Scott.
This assignment was primarily to
provide air refueling support to the 55SRW RB-47 aircraft flying in
that area. Radio silent procedures between the KC-97 and RB-47
were used during these missions.
As we prepared to depart
on one of these missions and started the engines in proper order -
#2 engine, #1 engine, #3 engine, then #4 engine - #4 would not
start. The starter was broken. The RB-47 was on its way
and expecting us to be at our appointed rendezvous point on time,
with no way to contact them due to radio silence. Major Mac
asked Sgt Hutchison if we might be able to start #4 on the runway by
taxiing. We decided to give it a try. Sure enough, once our
runway speed reached approximately 80 knots the propeller turned
over and the engineer was able to get the engine started. We
then taxied back to the end of the runway, took off and completed
the mission successfully. Of course, the RB-47 crew would
never have known that we had this much trouble to get fuel to them.
Another incident during
this tour of duty occurred following the completion of the refueling
portion of a night mission. Upon heading back to Yokota Air Base we
were advised to proceed to Tokyo
International
Airport since the weather
at Yokota was below minimums for landing. After turning toward
Tokyo, the control tower called again and
instructed Major Mac to return to Yokota, as the weather had
improved. We were now getting low on fuel – but no sweat.
As we neared Yokota, control picked us up and commenced a GCA
approach, which Major Mac followed. The ILS and everything was
perfect. With low visibility in fog, there was no wind factor,
and this makes for a smooth approach. On final approach and
nearing the field it was apparent that the weather had not improved.
However, we were down to minimum fuel and had no choice but to
continue the approach. The controller was good. He had
us lined up perfectly and told Major Mac that he was approaching
touchdown. He could see nothing in the darkness and fog at the
point the controller said we were over the touchdown position, but
Mac pulled the throttles back and held on. The touchdown was
good. He reversed the two inboard engines, stood on the
brakes, and then stopped. He shut down the engines then as he
could not even see to taxi in. Major Mac then asked the control
tower, “Who made that weather observation?”
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