Posts tagged ‘United States Air Force’
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.
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