Posts filed under ‘BIO’
NEWARK RIOTS
A scar on my memory
It was a summer morning in 1967. The buses were running late, and I soon found out why. I think it was the lack of knowledge I had that morning that, helped in part, to make me the news junkie I am today.
I was in college now, and had two summer jobs, I still had my job at the newsstand working my usual Monday, Wednesday and Friday nights, and I had started a new job. With a strong interest in science, I am studying biochemistry in college and wanted to find a job where I could gain some kind of practical laboratory training. I wrote to all the hospitals I could think of in the Newark area and asked if there was a lab job available. To my great surprise I got a positive reply from Presbyterian Hospital and an offer to work in their hospital laboratory. I found out after I had started the job that most of the summer positions went to doctor’s children and at the last moment someone decided that the job was not for them, and I guess my letter must have shown up at just the right time.
When I reported for work at Presbyterian Hospital to begin my summer job, I was shown into one of many small rooms that made up the hospital laboratory and was giver the job of dipping urinalysis sticks into urine samples and told that someday I might be able to spin down the urine and look at it under the microscope. This was not the exciting summer job that would bring me the lab experience that I had hoped to gain. But beggars can’t be choosers, so I decided to stick it out for the summer. After a few days of dipping into urine, someone came around the lab and asked for volunteers to go across the street and work in the Children’s Hospital that was affiliated with Presbyterian. I figured that the job could not get more boring than what I was doing now so off I went.
After I had volunteered, people around me told me that I had made a major mistake and that soon I would see the error of my ways. So, the next day I showed up for work at Children’s Hospital and asked for directions to the lab. When I found it, I was greeted not by a huge anonymous operation, but a rather small room with just a bench for each area such as urinalysis, hematology and blood chemistry. The hospital was fairly small so I should have anticipated this but, of course, I didn’t. But I did find out why I had been discouraged from coming to this lab. For there was no place to hide and you really had to work.
With a little training, I went from dipping urinalysis sticks to doing all the complete urinalysis for the hospital every day, making out the reports and initialing them. If the doctors only knew who W.T. was would they have been surprised. After I was done with the urine, I would drift over to blood chemistry and with some training was soon reporting results from that bench. I was having a ball. And as the summer progressed and some of the technicians went on vacation, I was covering all the urinalysis and blood chemistry. This was also before the days of strict laboratory practices when dealing with human samples. I was mouth pipetting human serum and plasma with what are now old-fashioned glass pipettes and of course wore no gloves but I had a great time and felt I really contributed something because they were so short-staffed.
I began my workday at the hospital laboratory at 8 o’clock in the morning, worked till about four then went home, had something to eat and worked at the newsstand from 6 to 11 P.M. I awoke one morning when I knew I would be working both jobs and got ready to go to work at the hospital. My main task was to have some breakfast and get to the bus stop on time; I seldom had time for the news. The buses usually ran fairly regularly, but for some reason today the bus was late – very late. Finally, when I did see the bus coming, my bus was part of a convoy of about four buses. So I got on, found a seat and was ready for the usual thirty-to-forty-minute ride to work, but this ride would be different than any ride to work that I had had before.
As I rode past the intersection of Broad & Market Streets, and past the newsstand where I was to work that night, I could see flames rolling out of the storefronts of some of the nearby businesses. The streets were crowded with fire engines and police cars. There also seemed to be more activity than normal on the streets.
Once I made it to the hospital, I found out what was going on, riots had broken out in Newark, starting the night before in the downtown area. All that day I could look down on the street from the lab window and see convoys of state police cars and jeeps with mounted and manned machine guns, a truly eerie sight to witness in your hometown. During the workday, I called my boss at the newsstand and asked if he was going to stay open that night. At first he said he would but later changed his mind, much to my relief. I think that in all the years I worked there, this was the first time the newsstand had been closed without there being a major snowstorm.
That afternoon, instead of catching the bus home, my cousins called and asked if I would want to be picked up after work and that sounded pretty good to me. While riding home, you saw sandbag emplacements with machine guns in the middle of the downtown area. The city had changed – scarred forever. Anger that had long been buried rose into full view. I also found out the next day that a man had been shot and killed at my bus stop.
The nights in the Down Neck section were quiet for the next few days due to the curfew in effect for all of Newark. Our area of the city, being far from the riots, was like a ghost town. There was no activity on the streets at all.
I have not revisited the area of the riots for years, so I have no idea what the area looks like now. I do remember that for years after the riots, once the burned-out homes and stores were torn down, the lots remained vacant, whole city blocks where nothing existed, only the rubble of human folly, anger and injustice. One can only imagine how lives were changed forever on that day when the buses ran late.
NEWARK: SUNDAY DRIVES
A long gone tradition.
There existed a tradition back years ago that has not survived to the present, at least not to the extent that it existed back then – the Sunday drive. With today’s complex society and fast-paced lifestyles, to say nothing of gas prices, no one just drives for the sake of driving, unless you’re a teenager with a brand-new car. Every time you get in the car there is a definite destination at the end of the trip. But when I was a kid, many times the trip would start at home and finish at home with nothing in between except burning gas.
On Sunday afternoons my family would pile into the old Chevy and off we would go, unencumbered by seat belts, piled high with blankets if the drive was during the winter – which was rare. The blankets were necessary because, back then, heaters were an option and our Chevy was a bare-bones model. The route we took was more or less the same every week. It got to where I would know when my father would turn, when we would change lanes, never straying from the usual Sunday afternoon course.
We would leave our house in the city and venture out into the ‘country’. For me, the country was anywhere where the houses did not sit one beside the other, places with lawns and an occasional open field and a total lack of any kind of industry. On our journey we would go, past housing developments and until finally sighting an open field or pasture. We would journey down roads bordered by store after store, but being Sunday, many of the stores were closed. The only stores open for business were grocery and drug stores.
You see, these were the days of the ‘blue laws’ in New Jersey. On Sunday, there were certain items you could buy and certain items you couldn’t. For example, you could buy food but not any type of clothing. We had these huge Wal Mart type stores that sold everything, the section that sold food was open but there were ropes across the aisles that sold clothes. This could be the reason for Sunday drives! You see malls did not yet exist – and if they had most of the stores would be closed or at least partially roped off. We all know, especially those of us lucky enough to have teenagers, that the mall is The Destination. There were also small shore communities that would, on Sundays, put sawhorses across the streets leading into town. No cars are allowed on the streets on Sunday.
Our journey would last long, hours, but they were never far. My father was the opposite of a lead-footed driver. He was more of a feather foot. It was before the interstate highway system came into existence, so speedy travel did not exist as it does today and my father was not a fast driver. There were times we would take a ride ‘down the shore’ towards Asbury Park. My mother would pack lunch and halfway there we would pull over onto the shoulder and eat, then continue on our trip. When I was older, and started to drive, I would retrace this journey, and it would take me less than an hour.
There was, however, one detour that we kids loved. On our Sunday drives, we would occasionally make a stop at the doughnut man’s bus. This was before there were any doughnut store chains. This made the outing a great joy for everyone. The man had bought a school bus and converted it into a mobile doughnut shop – complete with cooking facilities. He parked his brown and white school bus on the shoulder of a four-lane highway – always the same place of course – and sell doughnuts, either plain or powdered sugar. How we kids loved those doughnuts, most of the time it was still warm. One of the kids would get out with mom to go up to the window to make the doughnut purchase. If he saw a kid, he would present the buyer with a bag of doughnut pieces – mistakes that occurred during the doughnut making. And of course, the bag of doughnut pieces was free. I know people like that still exist. Businesspeople whose bottom line is to see a child’s eyes light up, but they are few and far between.
The other destination that might be visited was the driving range. This stop I could never figure out – not to this day. Here was my father, a toggler in a tannery, who to the best of my knowledge, had never even been on a golf course, stopping to hit some golf balls. I never even saw my father play miniature golf, but there were the Triznas at the driving range hitting buckets of balls. I of course would aim for the jeep driving around with its protective cage gathering the golf balls, later on I actually would hit for distance. I can’t remember how long our driving range phase lasted, a few months, maybe a year, but it soon slipped into the past. As we got older we kids played miniature golf. But after our driving range phase was over, my father did not pick up a golf club again.
NIGHTS WITH JEAN SHEPERD AND CRIPPLED JOE
NIGHTS WITH JEAN SHEPERD
AND CRIPPLED JOE
It was a time before cell phones, before computers and instant messages. It was a time before people felt obligated to be at the beck and call of anyone who has anything to communicate no matter how insignificant the information might be. To many today, the ability to communicate – to use technology – is more important then the content of what they have to say.
The past was a time of relative freedom, when you hen people did not feel uncomfortable to be out of the loop, for to a great extent the loop did not yet exist. We were individuals, not part of a grid. It was a time when people were allowed to live their lives without the constant intrusions that today we consider to be normal – no telemarketers, no SPAM. You could answer the phone at dinnertime and be fairly sure it was someone you wanted to talk to instead of someone trying to sell you something.
Growing up, my family did not have a phone. We lived in a four-family house and only one family had a phone, a family on the second floor of our two-story house, and you only asked to use it if there was a real emergency. I’m talking seizure or some other life-threatening event. About the time I entered my teenage years we did get a phone, but in those days it was on a party line, and, with our plan, you were limited to thirty calls a month, then you paid extra for every call over thirty. Imagine those limitations today in a family of six that included two girls.
But don’t get me wrong, when I was young the exchange of information was important – there was just so much less of it. Or maybe it is that today, what we call information is not information at all, only considered information by those who generate it.
I watched my share of TV while growing up, maybe more than my kids do now, but I would never admit that to them. I listened to the radio, there always seemed to be a radio on in the house. That is why now, when I hear just the first few bars of a song from the late 50’s or 60’s I can usually share the song’s title and the artist singing with my children although they could care less about this information. I would listen to talk shows. Back in the 60’s, radio seemed to be more genuine, didn’t seem so full of itself, or maybe I was too young to be observant of what I was hearing. These days I still listen to quite a bit of radio, usually National Public Radio when I’m not listening to an oldies station.
I listened to Jean Sheperd broadcasting on WOR weekday nights from 10:45 to 11. What a fantastic storyteller. When he died at the age of seventy-eight, his obituary read, “A Twain of the radio.” He would start each show and off he would go on a forty-five-minute monologue about what it was like when he was growing up in Indiana or his observations of what life was like around him, and you never knew where he would end up by the end of his show. He was genuine, one of life’s observers, and listening to him relate his memories and thoughts was a true treasure. He would conjure up stories of his childhood, remembering things that happened to us all but taking a slightly different slant in his observations and in doing this create those wonderful views of his youth. Jean Sheperd wrote A Christmas Story which is now a Christmas tradition.
I would listen to Jean Sheperd during the final hour of my shift working in a newsstand at the corner of Broad and Market streets, the heart of Newark. I would be counting the papers and magazines and getting the place ready for my relief. I worked at this newsstand for most of my high school and college years and came to know quite a collection of characters. Some were old men haunting the nights on Newark’s streets. Talking to one another, carrying newspapers days old and talking to me because I was a regular of Newark’s night too. One individual, who could have been a character in a novel, was the man who would relieve me, a man with the most impolitically correct name I have ever had the honor to hear – his name was Crippled Joe.
Now Crippled Joe must have been in his 50’s and walked with the use of a cane. His deformity was one leg that had an almost ninety-degree bend in the top before it entered the hip. Crippled Joe had worked for my boss, the owner of the newsstand, for years and years, working the 11 PM to 6 AM shift and he was my relief of the Mondays, Wednesdays and Fridays that I worked. And every night all papers and magazines would have to be counted, and the money counted and locked up for Crippled Joe would try to steal whatever wasn’t accounted for, and my boss knew this and that was the relationship they had, Crippled Joe could be trusted as long as he was not given an opportunity not to be trusted.
Joe also had a little side business going. He used to run a numbers racket at the newsstand. Everyone knew about it, my boss, the other workers – everyone, yet every night Joe would complete these secret transactions, and I suppose he really thought they were secret. Men would come up while I was changing over with Joe, whisper something in his ear and handed him some bills but would never take a newspaper or magazine. Being just fifteen or sixteen when I started to work, and quite naive, I soon figured out what was going on and used to think it funny that, after all the years I worked there, every night he would still try to hide these transactions.
I worked year-round while in high school and summers while in college. The newsstand was a good-sized booth with the front open to about waist level. We sold all the Newark and New York City papers. Back then Newark had two daily papers and New York at least five. We sold comics and magazines and some kind of dream cards that told you which numbers you should play according to the dreams you were having. Working at the newsstand during the winter was a real challenge. The wind would whip around into the booth, and all the papers had to be held down with heavy metal weights. The change was kept in a metal change holder, a series of metal cups nailed in front of where you stood in the booth. When it was cold, I mean really cold, the change would freeze to your bare fingertips. You kept gloves on when no one was buying anything, but when the time to make a sale came, off came the gloves and those warm fingers would freeze right to the coins. Snowstorms were a challenge also. I had what some might determine to be a twisted sense of duty. During one particular storm, the snow was drifting against the door inside the booth. We had electric heaters but unless you were right on top of them you froze. I kept the stand open even though no one in his or her right mind was out on a night like this. Finally, I got the word to close down. It was the first time I ever saw the newsstand closed.
During the summers of my high school and early college years I worked days and ran the newsstand for my boss who would drop by once a week to pick up the deposit slips and see how things were going. It was about this time that my well-established hormones began to really kick in and along with fantasies about some of my customers. I can recall one short-haired blond girl, who must have been a secretary, and every day would pick up a paper – perhaps for her boss. I was in college at this time and she was about my age, probably working right out of high school. By the time I would sell her a paper I was dirty with newsprint from the early morning rush hour. I would see her every day, and she would never say a word. Thinking back, it was probably good that she hadn’t for I probably would have answered with some garbled message. So, I would have my fantasies of meeting for a soda after work, maybe a movie but all I did was keep folding her papers and taking her money.
There was another girl I remember but she haunted the nights. I first noticed her while I was still in high school. She was about my age, maybe seventeen, not pretty but not unattractive either. She was very slim with long red hair and would hang out on the corner where I worked. She usually had other kids with her, but she was the oldest. I never knew if the other kids were siblings or just friends. She was not well dressed and just looking at her, you could tell she had very little money. I just wondered what she was doing night after night on that corner. Even now, when I think of her, I can hear Frankie Vallie singing ‘Rag Doll’. I wonder what became of the ‘rag doll’ as I wonder about other people that crossed my path during those nighst and days I spent selling papers.
On Mondays and Wednesdays my shifts were from 6-11PM, but on Fridays I went to work straight from school starting at 3PM and working until 11. I got quite a few stares and have to do some explaining after gym as I was putting on my long johns in preparation for a winter’s night work.
Fridays, I would get home about 11:30 have some dinner and go to bed. My bed by now was a single pull-out bed in the parlor next to the kerosene stove which, during the winter, you could almost sit on and have no fear of injury. The stove was useless. But my radio listening for the day was not yet over, or just beginning, depending on which way you wanted to approach the time of day, for another of my favorite radio shows was about to begin – Long John Nebal whose talk show on WOR radio ran from midnight to about five in the morning. The topics would vary but the subject that stirred my interest was flying saucers. He would sometimes have on his show the editor of Saucer News. Saucer News was a local magazine type publication although calling it a magazine was quite a stretch, and of course I immediately sent away for a subscription. It was just a few pages long and would be filled with pictures of flying saucers along with local sightings and editorial comments. The funny thing was that most of the editorial comments were about the editor’s ongoing divorce. For some reason I’ve always been drawn to slightly wacko subjects, here’s where my kids could provide an editorial.
Anyway, I would listen to these shows as late into the night as I could. Now I wouldn’t use my newsstand radio for that would be a waste of batteries, I used my crystal radio. Let me explain what this is, although my theoretical knowledge may be a little rough. The radio contained a crystal and onto it pressed a thin piece of wire called a cat’s whisker. The pressure generated electricity and it was also the way you tuned in a station, by moving the cat’s whisker around the crystal. My radio was in the shape of a rocket and about six inches long, a black and red beauty. Coming out the rocket were three wires. One wire ended in and alligator clip for the ground, one wire was an earpiece, and the last wire was the antenna. The antenna was rather long, somewhere between twenty and thirty feet and I would stretch it through the whole house before climbing into bed. I tend to toss and turn in my sleep so I would always wake up all wrapped up in the earphone and antenna wire, but no electricity was wasted although every night I listened to my crystal radio I risked death by strangulation.
Looking back, they were rough days, hard days but good days. I was easily entertained. I worked hard, and ever so slowly I matured.
HISTORY DESTROYED: THE U.S.S. ENTERPRISE
HISTORY DESTROYED: THE U.S.S. ENTERPRISE
Time accomplished what the Japanese could not.
At the northern end of Newark Bay there were a series of bridges leading to Jersey City and on to New York. It was from the first of these bridges that you could look down on a complex devoted to scrapping ships for their iron and other metals of value. During the 70’s, I remember this area looking like a floating World War II naval museum. There would be row upon row of Liberty Ships awaiting the scrappers’ torches, destroyers and the occasional heavy cruiser. Ships bathed in history waiting for oblivion. I know they could not all be saved, but it saddened me to see history reduced to a dollar value. It had been some thirty years since the war had ended; time enough for the whole-scale destruction of military equipment that routinely occurs after the conclusion of a war. Yet there before my eyes floated a living history soon to be no more, it would be gone forever.
I witnessed the destruction of one ship in particular, which touched me deeply. This ship was perhaps the most famous American ship of World War II and for years the Japanese sought its destruction. If ever a ship was worth preserving, to serve as a floating monument to the struggles of the United States Navy during World War II, this was the ship.
During my youth, I devoured books about airplanes; I read everything I could about aviation during World War I and World War II. I rarely read books about ships, but my love for aviation led me to read one book that I have longed to read again. To this day, when I get circulars in the mail advertising military books I always look for that title that impressed me in my youth. The title of the book was THE BIG E, the story of the U.S.S. Enterprise, without a doubt the most famous aircraft carrier to participate in World War II. Now this historic vessel awaited the scraper’s torch. There this magnificent vessel sat, amongst her comrades in the great struggle of the war. I cannot imagine why a movement could not save this ship from destruction. With all the battles, all the victories and sorrows that formed the ship’s past, the Enterprise would have provided a floating history lesson for generations to come.
Having known its history, I could not believe that I was witnessing its destruction. I would think back to the drama, the life and death struggles that occurred on that ship, but soon it would be no more. After the deck was removed, you could look down on the complex of compartments, areas where brave men worked to defeat the Japanese navy and were some of them died. More than once the Enterprise was reported sunk by the Japanese navy, but having been severely damaged in battle this great ship lived on to fight another day. I know there were many ships during World War II, whose stories echoed with bravery and glory, but I knew the story of the Enterprise and this to me gave it a closeness I could not feel for the other ships torn apart. There were many ships scrapped at this yard, but the only one I saw mentioned by name in the newspaper was the Enterprise. I was sorry to witness the loss to history of this great ship, but I was glad I had the opportunity to see such an important piece of our naval and aviation heritage.
WALT TRIZNA: A NEWARK MEMORY
GRANDPARENTS
My grandparents, my father’s mother and father lived only a few miles outside Newark in Hillside, New Jersey, but they lived in a different world. They came to this country from Czechoslovakia, although my father’s birth certificate listed his parent’s home country as Hungary. The boarders changed in the beginning of the twentieth century thanks to World War I and this might explain discrepancy. They brought with them one daughter and first settled in Newark and then moved to Hillside, which was where my father was raised.
Hillside is a quiet community composed of mostly one- and two-family houses giving it a less dense population than my area of Newark. It had some industry, Bristol Myers had a plant located along the main street of this small community, but for the most part it was a quiet place to live. And even though my grandparents’ street ran perpendicular to the Bristol Myers location, there was very little through traffic. It was a quiet street where you could always find a parking place.
My grandparents owned a double lot with a small house on one side and a garden and lawn on the other. My grandmother loved flowers, especially roses. I remember two long rows of flowers with space between for tending and weeding. The garden area nearest the street was where the rose bushes grew. She had a large assortment of types and whenever we visited we usually came away with a bouquet of roses.
We would usually visit my grandparents on summer evenings after we were finished with supper. We would climb into the car and in ten or fifteen minutes we would be parked in front of their house. Now, in reality, we would be visiting only my grandmother for my grandfather would be fast asleep. Every day of the year, for as long as I could remember he would be in bed by five o’clock. He would have an early dinner then go into the cellar for his one cigarette and his one bottle of beer for the day, then off to bed. So we would arrive at their house in Hillside, pull out the chairs stored under the back stairs and talk with my grandmother, watching the evening come on and looking out at the lightning bugs.
Life seemed to be slow-paced there. You didn’t feel the underlying tenseness that you felt many times while walking Newark’s streets. Even as a young boy I could feel the relaxation coming on as we entered Hillside.
When I was perhaps ten years old, I started going to my grandparents for summer vacation. I was the only child in my family that did this. I would pack my things and spend a week in Hillside, which seemed like an oasis to me, a change of pace from the city life in Newark.
There were a few boys my age that lived on my grandparents’ street. During my first few summers there I spent in the garden catching butterflies by day and lightning bugs at night. During the summer, even in Newark, the bathroom window would be crammed with jars full of various insects and spiders – all for the study of a pre teenage boy. But after a couple of years catching insects in my grandparents’ yard, I ventured out onto their street and made friends with a couple of the other kids in the neighborhood. Then one summer I spent most of my week on the other kid’s front porches, just hanging out, talking and spitting. For some reason they all spit a lot and I acquired the habit.
Another favorite pastime of my vacation on Hillside was walks with my grandfather. We would set out for long walks in the neighborhood or sometimes we would walk to Weequahic Park, which was more than a mile away, so this was a real adventure. He must have been in his 70’s by then. He always seemed to be rather formally dressed for walks with dark pants and a dress shirt, no shorts and tee shirts for grandpa. And he always wore high-topped shoes that would crunch small stones on the sidewalk, for some reason that crunching sound has stayed with me all these years, the confident step of an elderly man who knew the way and allowed me to follow. His eyesight was poor, the result of his profession, an engraver. You could always tell when grandpa was about to say something, which wasn’t often. He had this habit of clearing his throat before he spoke and his voice always sounded a little forced.
On our long walks we would talk, but I really didn’t get to know my grandfather, not really know him, for he never talked about what was important to him. This was long before men were supposed to bear their souls, beat drums and hug. The same was true of my father, never really talked much about what was important to him in his own life, and to some extent the same is true with me. Many times, when there is something really important to me I tend not to discuss it, although I’m sure my children would agree that I can beat a subject to death over dinner. But sometimes the overwhelming daily grind and my personality get in the way of really communicating. So, looking back on those walks, and my life with my father, I am truly their grandson and son.
WALT TRIZNA: ON THE ROAD TO MISSILES
ON THE ROAD TO MISSILES
After my check ride the handwriting was not only on the wall, it covered every wall, the ceiling and floor.
Also, a formal hearing was held with a panel listening to the testimony of my instructors. These were guys I sat next to in the T37. With what they related about their experience with me. That I was a complete moron when it came to flying the jet. Unfortunately, they were right. I’m surprised that, during the hearing, hand me a stick of gum and challenge me to walk knowing for sure that I would fall.
During the hearing I was asked if I wanted another chance and reenter pilot training. I was more than familiar with the handwriting all over the room and declined. Then they asked me if I would like to train to be a navigator. And I’m thinking how this would work out with my nonexistent sense of direction.
At the end of the hearing, I was given a phone number to call, if I remember right it was a phone number to Randolf Air Force Base, and I would be given a list of assignments from which I could select my future in the air force. I think that it was highly unusual to be given you choice of what you wanted to do in the military.
After the hearing I had to turn in some of the equipment I was issued when I began pilot training. During each encounter when the person I was dealing with learned that I had washed out I fully expected to be given another stick of gum.
I made the call to Randolf and one of the possibilities I was offered was missile duty. I had heard that while you were on a missile crew there was often the ability to study at a college. I thought that going to graduate school might be a good idea since my education was in science and that science changes so rapidly that being away from science for four years would not make it easy to get a job. I did not plan on a recession during 1973 while I was looking for a job and even with graduate school under my belt it still took me nearly a year to find employment. More on that later.
On thing I did not know when I made my choice for missiles I was guaranteed to be assigned to missile the air force was having trouble getting officers to serve on crews. This was ever with the fact that this was during the Viet Nam war, and you were guaranteed not to leave the United States for four years because of the extensive training involved. The air force was having so much trouble getting officers for missile crews that they lowered the requirements for OTS (officer training school). In no time at all I received orders to report to Sheppard Air Force Base in Wichita Falls, Texas to begin missile training for my career in missiles.
WALT TRIZNA: PILOT TRAINING, AN END AND A BEGINNING
I thought I would use the next series of posts to relate my experience while a member of the United States Air Force (1969-1973). I found my experience in the military to be rewarding. We will begin with my entering pilot training. For those who find these posts interesting you might want to read a past post about my time in college posted on 10/17/2025. This post leads into my time in the air force.
PILOT TRAINING, PART I
It was a beautiful Sunday morning. The class was loaded onto a bus and headed toward the runway. But there was no flying today. And we were headed not for the runways but to the grassy area between the runways.
It was parachute time.
The way this was accomplished was by putting a parachute harness with an exposed parachute on your backs. A couple men would hold the parachute open so that it would fully open when the 500-foot rope attached to the front of the harness and the other end attached to a jeep and the jeep began to move. When the jeep did start to move you ran for about two or three steps and up you went.
Before I went aloft one guy hooking up my harness looked into my eyes. They must have been fully dilated because he asked me if I was scared. I was scared shitless.
The ride up once the parachute was inflated was great. When you stopped gaining altitude and came to a stop, the view was fantastic. Then the rope was released from the jeep, and you were on the way down. This part was terrifying.
I remember looking down and thinking that I don’t want to impact the ground. How do I avoid impacting the ground? Of course, this was an extremely stupid thought for the ground was rapidly coming up to meet me. And before I knew it we did meet, and I didn’t break anything.
Now to the problems I had with flying.
To start off, when you were on the runway in the T37, before you took off, you ran the engines, holding down the brakes which were also the rudder pedals, up full. Turns out the engines were stronger than my legs and the plane would ever so slowly turn to the left. After straightening the plane, we took off.
My next problem was the windshield which, in the jet, had a different shape than the two propeller planes I flew. My mind could not make the change between the two types, so I was flying with the image of the prop plane in my mind. Therefore, I was constantly flying with a slight bank to the left. A simple look at my instruments could have corrected this. Didn’t do it.
Then there was the trim.
The trim was meant to make it easy to control the aircraft. There were small flaps on the tail trailing edges controlled by a button on the top of the stick. If you had the plane trimmed up right you could let go of the stick and the plane would not change the attitude in which it was flying. My instructor could let go of the stick while making a turn and the plane would just continue making the turn. He had the plane trimmed that well. If I was flying and let go of the stick we would have crashed. Never got the hang of the trim.
Now the major problem I had with the difference between the prop plane and the jet with power control.
With the prop plane, when you needed power you pushed the throttle forward and power was instantly available. In the jet you pushed the throttle forward and it took some time for the engine to wind up and provide the power you needed. You had to be able to anticipate your power needs. In fact, in the T37 there were thrust attenuators which came out behind the engines when you were set up to land. So, if you ran into trouble when landing you raised your landing gear, the thrust attenuators were retracted, and you instantly had more power.
With all these deficiencies it was determined that a check-ride was called for. That ride was scheduled for Labor Day, 1969. This flight would determine whether or not I should continue in the pilot training program.
Before you took off, you first had to complete the preflight checklist. I walked around the plane checking what needed to be checked. As I was about to climb into the plane, stepping onto the ejection seat the instructor was already sitting in the right seat. He looks at me and holds up a pin with a small red flag attached. Now, this pin was inserted in the bottom of the ejection seat to ensure that you did not accidentally eject yourself from the aircraft as you climbed in. I forgot to check the pin. The instructor had removed it and I didn’t notice it was missing. So, in reality I had probably failed the ride before I had even left the ground. The ability I demonstrated during the flight further sealed my fate.
To confirm what I was sure was true, while walking away from the plane the instructor asked, “Well, Lieutenant Trizna, what else would you like to do in the air force?”
WALT TRIZNA: PILOT TRAINING, PART II
I thought I would use the next series of posts to relate my experience while a member of the United States Air Force (1969-1973). I found my experience in the military to be rewarding. We will begin with my entering pilot training. For those who find these posts interesting you might want to read a past post about my time in college posted on 10/17/2025. This post leads into my time in the air force.
PILOT TRAINING, PART II
Every day we went to a classroom. We were tested on emergency procedures and then waited for out turn to fly. When not flying we also spent hours sitting in the cockpit of a T37 on the ground. The purpose was to facilitate ourselves with the location of all the instruments. This was so, that in a glance, we could see what was happening with the plane.
Along with classroom training on the ground there was a host of other training activities. One task was learning how to release yourself from a parachute harness when landing on a windy day. I think the enlisted men loved this training because they got to drag an office all over the ground. This training was done wearing an empty parachute harness with a rope attached. The other end of the rope was attached to a jeep being driven by an enlisted man the jeep began moving and off you went. The jeep did not go very fast but bumping along. The uneven ground was not much fun and did not make the release easy.
There was training conducted in an altitude chamber. They let us experience rapid decompression. They then let us become hypoxic. We teamed up with both of us wearing oxygen at an altitude where they would be required. One guy would take off his mask while the other kept an eye on him. After he passed out he would put his partner’s mask back on. This was so you got a feeling for what it was like when you were about to pass out from lack of oxygen.
Another bit of training was jumping into a swimming pool wearing your flight suit and swim to the edge of the pool and get out. Thankfully you were allowed to wear sneakers instead of the combat boots you would normally wear while flying.
Then there was the ejection seat experience. There was an ejection seat mounted on a vertical rail. Now in the T37 there was something like a large shotgun shell to get you out of the plane. The next trainer was the T38, a supersonic jet and this plane had a rocket attached to the ejection seat. You could eject on the ground if you had enough forward speed.
There was another difference between the two trainers. The T38 stood taller than the T37. There was a set of cables at the end of the runway because in the event you could not stop the plane the cable would stop you. This was only for the T38. You see the T37 was a lot shorter than the T38. If you were headed for the cables in a T37 you were instructed to run the plane off the runway. You see, because the T37 was much shorter than the T38 the cables would not stop the plane. Rather, they would roll over the nose of the plane and shear off the canopy, along with the head who was unfortunate enough to be sitting in the cockpit.
Then there was parachute training. The first step was learning how to fall. This was done using a platform about three feet off the ground into a pit which looked like a mixture of sawdust and mulch. You stood on the platform and jump, falling the way you had been instructed. I think in this training I used neck muscles I had never used before because when I woke up the next morning I could not raise my head.
Next came a touch of reality in parachute training.
WALT TRIZNA: PILOT TRAINING, PART I
I thought I would use the next series of posts to relate my experience while a member of the United States Air Force (1969-1973). I found my experience in the military to be rewarding. We will begin with my entering pilot training. For those who find these posts interesting you might want to read a past post about my time in college posted on 10/17/2025. This post leads into my time in the air force.
PILOT TRAINING, PART I
Not many days after graduation from Oklahoma State University I was instructed to report for pilot training at Craig AFB outside Selma, Alabama.
The class was made up of twenty to twenty-five, and the number steadily decreased as time went on. Most were air force second lieutenants with one Marine first lieutenant and three Iranian officers.
This was 1969 and this country was training Iranian pilots. There was one thing different with their future than with the Americans. They entered pilot training as officers with a career commitment. If they washed-out they still had a career commitment but as enlisted men.
The leader of the class was Captain Rotella. He had been a navigator and now wanted to be a pilot. I heard that after he graduated from pilot training he was assigned to C130 training. He was on an orientation ride on a C130 when an engine fell off the plane. The plane crashed and all aboard were killed.
The first plane we flew in pilot training was the T41 which was a Cessna 172. A four-seat plane slightly larger than the two-seat Cessna 150 on which I learned to fly. Interestingly, we went to a civilian airport where the planes were kept and were taught by civilian instructors. This makes a lot of sense because you wouldn’t want students flying prop planes while there were jets, also being flown by students, zooming around.
Since most of us already knew how to fly we were soloing in no time.
There is one incident I recall while flying solo in the T41 that was rather unusual. I was flying in the traffic pattern on the downwind leg when I received a radio call to exit the traffic pattern. Turns out there was an Iranian student also in the traffic pattern who was radioed to leave the pattern a couple of time and did not respond. They told me where he was, and I looked behind me to my left and a little below and there he was. We were flying in formation in the traffic pattern. With, of course, no knowledge of how to fly in formation. Things would have gotten very interesting when it came time to bank and enter the base leg. I exited the traffic pattern immediately.
Once we completed our T41 training it was on to the T37. This was a small twin engine straight-winged jet and flight training was now at the base. I found that flying a jet was much different than flying a propeller plane. More on that latter.
WALT TRIZNA: ANOTHER NEWARK MEMORY
SCRAPPING HISTORY
Located on the eastern boarder of Newark is Newark Bay, a body of water leading out to the Atlantic Ocean. I have always loved the smell of the ocean, the proximity of primal life. However, by the time the ocean’s water mixed with the additions contributed by the factories, all that was left was a hint of what was once the ocean’s promise.
Located at the water’s edge is Port Newark, an area that we had always referred to as “The Dumps”. The area surrounding the dock was the home of tank farms, sewage treatment plants, junkyards and a few factories. It did not take a great stretch of the imagination to determine how “The Dumps” got its name. On hot summer nights, the family would pile into the old Chevy and take a ride “down the dumps”. It was a chance to escape the heat, get a change of scenery for what it was worth and hour or two away from the house.
We would park along one of the perimeter roads and look at the freighters and container ships, some from countries we could only dream of visiting – distant lands holding even more distant dreams. On one of the roads where we usually parked, if you turned 180 degrees you could see the runways of Newark Airport. This was before the age of jet airliners – props and turboprops ruled the skies. If you watched enough airplane fly overhead, I always looked up at the sound of their engines, you would sometimes see a four-engine plane flying with one propeller lazily turning, a sure sign of engine trouble. Sometimes, when we were really extravagant, we would stop for a pizza before taking our ride.
There was this elderly Italian man – he must have been at least fifty – who decided to open a pizzeria. So, what did he do? He rented a garage, bought a pizza oven, a couple of small tables, and he was in business. The garage was a freestanding cinderblock structure containing three one-car garages. He rented one of the end garages, cut a door through the garage door and this served as the entrance. Located on a narrow street, not more than an alley, it was a far cry from today’s chain-store pizza establishments. Each pizza had a bubbly hard crust and stood as an individual creation – nothing massed-produced here.
Later, when the quality of his product became known, he rented the adjoining garage, knocked down part of the common wall and expanded. Could this happen today, with all the zoning laws and chain-store competition, I don’t think so. But back in the fifties he thrived and produced great pizzas.
So, on hot summer nights, perhaps armed with a pizza, we would go ‘Down the Dumps’, to see the ships and watch the airplanes land. We could escape our tiny house and dream of a world that we might never see as we gazed at the ships and planes coming from and bound for far-off lands and distant cities.
On weekdays after supper was done, and on weekends, the roads of the port were mostly deserted. With its many roads and parking lots, this area was an ideal place to learn to drive. It was along one of these deserted roads that I almost put my father through the windshield. While driving on one of these roads he instructed me to stop, not yet acquainted with the feel of the brakes, I performed this maneuver rather aggressively. My early driving lessons occurred long before seatbelts were standard equipment, hence my aggressiveness resulted in my father flying unrestricted around the car. I finally learned to drive some years later on the back roads of Alabama, after I had already learned to fly an airplane, but that’s another story.
At the northern end of Newark Bay there were a series of bridges leading to Jersey City and on to New York. It was from the first of these bridges that you could look down on a complex devoted to scrapping ships for their iron and other metals of value. It was during the 70’s that I remember this area looking like a floating World War II naval museum. There would be row upon a row of Liberty Ships awaiting the scrappers’ torch. There would be a destroyer and the occasional heavy cruiser. Ships bathed in history waiting for oblivion. I know they could not all be saved, but it saddened me to see history reduced to a dollar value. It had been some thirty years since the war had ended; time enough for the whole-scale destruction of military equipment that routinely occurs after the conclusion of a war. Yet there before my eyes floated a living history soon to be no more, it would be gone forever.
I witnessed the destruction of one ship, which touched me deeply. This ship was perhaps the most famous American ship of World War II and for years the Japanese sought its destruction. If ever a ship was worth preserving, to serve as a floating monument to the struggles of the United States Navy during World War II, this was the ship.
During my youth, I devoured books about airplanes; I read everything I could about aviation during World War I and World War II. I rarely read books about ships, but my love for aviation led me to read one book that I have longed to read again. To this day, when I get circulars in the mail advertising military books I always look for that title that impressed me in my youth. The title of the book was THE BIG E, the story of the U.S.S. Enterprise, and that was the ship I saw doomed to the scrappers torch.
Having known its history, I could not believe that I was witnessing its destruction. I would think back to the drama, the life and death struggles that occurred on that ship, but soon it would be no more. More than once the Enterprise was reported sunk by the Japanese navy, but having been severely damaged in battle this great ship lived on to fight another day. I know there were many ships during World War II, whose stories echoed with bravery and glory, but I knew the story of the Enterprise and this to me gave it a closeness I could not feel for the other ships torn apart. There were many ships scrapped at this yard, but the only one I saw mentioned by name in the newspaper was Enterprise. I was sorry to witness the loss to history of this great ship, but I was glad I had the opportunity to see such an important piece of our naval and aviation heritage.
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