Rear Cargo Doorway closed & secured, SPs moved off, the Army Chinook Emphelo lifted off the Site 29-B Playground at 1:37 p.m. November 13, 2022 forthwith swinging right tailed by the Navy Seahawk Emphelo taking off from The Playground seconds later carrying emergency rescue personnel & equipment in event the Chinook had to emergency land or crashed the formation heading southeast towards Stafford at 1,500 feet turning east 2 miles south & paralleling 18th & Niles Avenues, over north Corcoran, paralleling Avenue 176 then turning northeast at Pratt Street underneath a strong rain cell over California State Route 99 extending northeasterly over the Mefford Field Airport Runway 31 compass marker, lowering to 500 feet in hard rain she'd swooped down along line of airport buildings halting forward motion hovering & rotating right 90 degrees safely landing on airport tarmac adjacent to the central taxiway near center of the airport runway at 1:55 p.m. her Main Cargo Door directly facing Preston’s Pride.
Weather conditions now rapidly improving personnel activity on The Ranch quickened in readying Preston’s Pride for flight. Standing parallel to the Chinook’s Main Cargo Door stood line of Navy Intelligence Officers, Aircraft Maintenance, Ground Crew & Fire Control Chiefs flanking The Ranch’s Naval Commander all donning disposable hazmat jumpsuits & gloves ready to greet the B-17 crews, door dropped they’d got their first look at her; “She’s gorgeous!” declared senior B-17 pilot “Rick”; “Absolutely gorgeous!”, deboarding first followed by junior pilot “Dannie” they briskly approached & stood opposite of the Commander;
“Richard (‘Rick’) Warston, Daniel (‘Dannie’) Wicker, I’m Naval Commander Mefford Field Recovery Operations Commander John Frederick, glad to meet you both! Your ground crews are needed to check (out) Preston’s Pride’s (radial) engines now, our “round engine guys” got the cowlings off just minutes ago, couldn’t do that till rain passed.”
Rick & Dannie signaling to their crews together they’d walked with Commander Frederick & entourage up to Preston’s Pride’s nose;
“Every square inch of her outside and in has been inspected for biohazards of every known kind, all her mechanical operating systems have been inspected, fuel & oil lines, electric cables, leads junction boxes, connection points, everything my ‘mechanics’ (aircraft systems specialists & ground crewmen) could get at. The Homelite APU (two-cycle Auxiliary Power Generator inside & adjacent to aft fuselage crew entry door) has been power tested “dry” (not electric circuit connected), thing’s absolutely factory-mint even had gas in the tank, our (Navy) chemists analyzed it (at onsite fully equipped “chemlab” trailer helicoptered in overnight), genuine WWII gas & oils. We’d not done “wet” (circuited) tests yet, need your ground crewmen to do them well as check onboard batteries before powering up her electrical systems.”
Splitting up into two teams the B-17 ground crewmen with Airforce & Navy Aircraft Maintenance & Ground Crew Chiefs forthwith beelined over to elevated platforms erected to inspect each of the four Wright R-1820-97 turbocharged radials commencing with portside Engine No.2. Up on the platform with Air Force radial engine specialists Rick’s Chief Ground Crewman Loren Rikes lovingly eyed the Cyclone; “I’d worked on dozens of modern factory-new & rebuilt Cyclone’s (Wright Aeronautical’s engine series brand name), never ever seen anything like this; look at those leads (electrical wiring & fluid tubing), absolute 'cherry', thing’s gonna fire & go like a Cyclone!” his ground crew comrades making similar glowing comments whilst eyeing Engines Nos. 1, 3, 4.
Working systematically the engine inspections proceeded quickly, Air Force engine crews methodically checking-off engine components & systems under supervision of the B-17 ground crewmen, all A-OK, nothing out of ordinary found, Air Force & B-17 Engine Crew Chief then signed-off on the check lists. Whilst engine inspections were ongoing a second group of B-17 air & ground crewmen, pilots & co-pilots, entered Preston’s Pride through its reopened bomb bay (doors closed whilst in transit from its decade’s long perch on teardrop-shaped land spit adjacent to Tex Drive to Mefford Field Airport tarmac) Senior Pilot Richard Warston leading he straight to the cockpit; “It’s unbelievable, totally unbelievable, look at those (cockpit) instruments Warren (his Copilot Warren Nutley), absolute mint ‘1945’ right down to the switch knobs, gawd what a sight!” whilst peering into the cockpit; “Get up here, take a good look Warren!” Moving aside for him to look he’d gasped; “Oh God, what are we in for? This is ‘Twilight Zone’ stuff, everything damn better work (within Preston’s Pride), ain’t no mood being pranked this way!”
Whilst Rick & Warren ogled over Preston’s Pride cockpit their airmen lined up to enter her via the bomb bay, led by Rick’s Flight Engineer George Carter Davies they’d climbed onto the aft fuselage floor walkway carefully avoiding the “Ma Deuce” hanging over it adjacent to the Flight Engineer/Top Turret Gunner & Radio Gunner’s Stations, peering inside he’d whistled; “Man-O-Man what a ‘museum’, damn vacuum tubes in these things (electronic instruments) better work or I’ll not fly her!” whilst Air Force aircraft systems & maintenance specialists standing underneath the bomb bay yelling not to touch or operate any controls; “They’ve been checked out but nothing’s been energized, don’t touch the machine guns either, they’re ‘live’ though tied down!” one entreated; “OK ‘Sam’, we’ll wait till she’s “ghost-busted (electrical systems energized) first” half-jokingly replying
Poking head in from starboard aft crew entry door an Air Force aircraft electrical systems specialist yelled at George for him to hurry down fuselage next to the Homelite APU; “We need to get her 'wet' (hooked up for electric power) sir!” Making way down to the specialist George marveled at pristine condition of the ball turret & associated equipment, Browning "Ma Deuces" with live 50 caliber ammo & K-14 electric gunsights, coming up to the specialist he’d asked whether the APU’s generator been “metered” (volt & amperage tested); “They have been sir, volts & amps check out with historical info on them", smiling approvingly George yelled to his Flight Engineer compadre Edward (“Ed”) Rollins for all forward to check ALL power & instrument switches were OFF before hooking up the APU power cables, some seconds passing Ed then hooked them up, asked everyone up forward to forthwith vacate the airplane whilst asking Navy Airfield Firemen armed with CO2 cans (extinguishers) to “take station” forward inside the bomb bay, listen & smell for burning wires & electric-powered equipment.
The Homelite APU was started by an electric solenoid switch from internal aircraft batteries or generator power from the No.2 engine, it also could be externally actuated, connected to a portable gas-powered generator George directed an Air Force ground crewman to fire it up, monitoring volt & amps George was satisfied yelling; “Clear Airplane!” forthwith flipping on APU’s external power solenoid switch it forthwith powering up. APU-generated electric power now running though Preston’s Pride George then yelled; “She’s ‘alive’!” to those standing back from Preston’s Pride fuselage, running near full minute no burning wires or electric-powered equipment George switched off the solenoid.
Her electrical systems working perfectly Preston’s Pride’s four Wright Aeronautical’s R-1820-97’s now could be fired up after avgas (aviation gasoline) was pump in her wing fuel tanks. Preston’s Pride “miraculously restored” lacked avgas in fuel tanks or lubricating oils for the engines, US WWII Motor Octane Number (MON) avgas no longer available Navy chemists had researched equivalent grades compatible with the 1945-era Cyclones, conferring with B-17 air & ground crews in the “chemlab” trailer following the engine & electrical systems inspections a suitable equivalent MON gasoline grade was selected among number of containerized fuels flown in from Lemoore NAS well as suitable oil lubricants. Knowing she was flying less than 30 minutes with just enough fuel to do so the B-17 ground crews quickly identified which fuel tanks to fill, Air Force ground crews forthwith carting fuel containers in front of her main wings, “fuelers” filling the tanks whilst other ground crewmen filled the Cyclone’s oil tanks.
Since mid-morning Navy & Air Force aircraft ground crews, fire, personnel rescue & medical teams in conjunction with Army counterparts in Chinooks & Blackhawks had been rehearsing emergency rescue & fire suppression scenarios in event she’d crash whilst on the airport’s runway well as up to two miles from it, based on them Navy & Air Force emergency vehicles & personnel were to be located midway of the airport runway able to quickly converge on the crashed airplane, Army helicopters two miles out from the runway ready to fly in wherever she’d crash if not become part of her air escort to Lemoore. In conjunction with any emergency operation well as keeping “prying eyes” away the FAA closed all airspace within an 8-mile corridor between Mefford Field Airport and Lemoore NAS up to 18,000 feet effective 3:00 p.m. “until further notice”.
By 3:00 p.m. Preston’s Pride was ready for engine power tests, with clear skies getting her quickly airborne wasn’t pressing, getting her off Mefford Field Airport was the Heinkel 177 had to be on airport tarmac before sundown. Prior to testing the Army Chinook helicoptering in the B-17 crews parked in front of her was relocated north of the Valley Air Crafts building where the Phantom was helicoptered out hours earlier, taxiway tarmac to landing strip now open for flying her out. Selecting which of two complete B-17 aircrews to fly her wasn’t a contingency, Navy assumed a composite crew be formed had too many crewmen refused to sign their biowaivers, stuck with two aircrews to choose from Commander Frederick resolved the conundrum by lining them up across from each other, pulling out his “lucky charm” 1962 Eisenhower quarter given to him by his late dad, pointing to Junior Pilot Dannie Wicker to call when tossed; “Heads!” he’d exclaimed, landing Tails he’d grimaced; “I’ll host y’all (both B-17 crews) at STK Steakhouse in ‘Diego (San Diego) IF she (Preston’s Pride) makes it to Lemoore!” Commander Frederick laughingly said.
Rick’s B-17 aircrew now selected to fly Preston’s Pride Commander Frederick motioned to the Air Force Captain standing next to him in charge of all her airframe & operating systems inspections to sign documents deeming her airworthy Commander Frederick forthwith countersigning them, she’d declared airworthy engine power tests could now commence. Because everything associated with The Mefford Trio was classified so were wireless telecommunications second US Navy personnel step foot on Mefford Field Airport grounds in this regard all Preston’s Pride aircrew were issued portable battery-powered secure channel radio communications gear. Whilst her electrical systems were being power tested Rick & aircrew standing on airport tarmac were presented the gear by Petty Officer 3rd Class (PO3) Naval Signals Support Systems Specialists for inspection, fitting, operation training & audio testing; “Cute little buggers they’d be!” joked Forward Observer Garth Mastroni stationed at her Navigator’s Station whilst donning his, all gear test fisted they were removed, handed back to the PO3s they later handing them though bomb bay for aircrew to don after boarding the ship.
Wearing flexible lightweight hazmat gloves suitable for operating flight controls Rick climbed in first though the bomb bay standing next to cockpit door a PO3 handing him his communication gear he forthwith donning & sound testing it, handed a sterilized seat cushion to sit on placing it over his left cockpit ”office seat”, sitting down, strapping on 1945 mint condition seat belts Warren forthwith following suit on the right cockpit "office seat" Garth wearing flexible lightweight hazmat gloves as well climbing into her nose crew compartment up to the Navigator’s Station. Meanwhile aft of bomb bay George on the tarmac clutching briefcase full of Flight Engineer’s Checklists & Operating Manuals translated & modern-formatted from Vega Factory documents pertaining to her 1945 manufacture in haversacks hung inside her bomb bay along with a Navy Lieutenant Junior Grade Meteorologist toting a laptop computer accessing military satellite weather information via secure telecommunication link next to him both donning flexible lightweight hazmat gloves well as “wired for sound” were assisted by other PO3s climbing up & onto the aft fuselage walkway each respectively entering their "roomy" starboard Top Turret Gunner/Flight Engineer's & Radio Gunner’s Stations, Depositing his gear the Navy meteorologist quickly returned to the bomb bay retrieving two sterilized seat cushions from a PO3 handing one to George they forthwith laying cushions down on seats, sitting down & strapping in.
Whilst other crewmen were boarding Preston’s Pride Rick & Warren now strapped in were passed Preflight & Emergency Procedures Checklists on flip-cards also translated & modern-formatted from Vega Factory documents pertaining to her 1945 manufacture were passed through port & starboard cockpit transom windows by laddered ground crew; all aircrew seated & strapped-in Rick “got on the com” (aircraft communications channel “comlink”), roll-called aircrew each responding with respective aircraft stations whilst Rick & Warren signaled ground crews to pull back all engine inspection platforms & ladders Rick seconds later signaling Warren to fire-up the Homelite APU on internal battery power. Gauges & lights flickering to life all aircrew took in the moment; “Gawd, what a sight in here!” George exclaimed whilst watching those on the Flight Engineer’s Consoles, back on comlink Rick ordered aircrews to commence preflight checks on APU power before Engine No.2 was fired up.
With time running short getting Preston’s Pride airborne by 4:00 p.m. last minute decision was made by Richard & Warren to streamline engine testing, instead of individual engine starts, runups & shutdowns whilst checking for fuel & oil leaks all four Cyclones cowlings removed would be started in normal order starting with Engine No.2 portside with first of two engine-powered electric generators (No.3 starboard the other), Air Force ‘round engine folks’ (radial engine technology & maintenance specialists) simultaneously checking all for leaks. Aircraft electric power circuits activated, no shorts or burning, nothing unusual observed by ground crews stationed around her, two Navy & Air Force Airfield Fighting Crews fireproof suited & gloved with tank trollies of fire retardants holding broadcast cones “ready for action” forward of port & starboard engine, fuel & oil pumps were energized normally pressurizing engines, magnetos checked, fuel mixtures set etc., hydraulic Hamilton Standard 23E50 three-blade propellers checked for full spectrum pitch turning movement on each engine reset for engine idling, Preston’s Pride at last was ready for engine startups.
History making moment imminent everyone on Mefford Field Airport grounds who could, including number of Pentagon VIPs, assembled yards behind Preston’s Pride for watching the engine runups subsequent low power runway rolls, braking tests & takeoff now scheduled for 4:20 p.m., all magnetos one both pilots shouted “CLEAR AIRPLANE!” outside port & starboard cockpit transom windows Rick forthwith signaling Warren to “Toggle 2”. The engine starter groaning prop didn’t move at all; “Hit her again!” Rick ordered whilst working fuel mixture & power levers, groaning some more the prop suddenly jerked then slowly began rotating clockwise (counter-clockwise from front) picking up speed then coughing white smoke out of the turbocharger exhaust, working the fuel mixture settings some more Rick ordered Warren to “hit her again” this time rotating briskly, firing right up like a crying newborn baby full of life & vigor, assembled airfield crowds wildly cheering her on clapping & whooping it up, including Pentagon VIPs whilst gaining power.
With engine-generated electric power cursing though Preston’s Pride electrical wiring & circuits the APU was switched off, gauges & lights working she was entirely under her own power for first time since August 5, 1958, conducting two power-up runs Air Force “round engine guys” looked for fuel & oil leaks, none found outer Engine No.1 was toggled-on struggling then screaming like No.2 whilst fire-up, same scenario Engines No.3 & 4 no leaks from them either. After ten minutes all engines were running, following series of power & down test conducted Rick signaled ground crews she was being powered down for crews to affix the cowlings; “She’s ‘ready for combat’ Commander!” Rick excitedly exclaimed to Commander Frederick over the airfield operations commlink; “Fantastic Rick, get her airborne ASAP, time’s short, y’all will miss the STK Steakhouse ‘free lunch’!” chuckling back.
Powering down then shutting off all engines the Air Force “round engine guys” repositioned the elevated engine inspection platforms & ladders, affixed cowlings whilst Navy & Air Force emergency vehicles & personnel took their respective positions midway of airport runway meantime, all cowls on & secured, platforms pulled away, Airfield Fighting Crews with tank trollies of fire retardants & broadcast cones again “ready for action”, Rick signaled Warren to fire-up Engine No.2, warm as baby's bottom she’d fired-up forthwith & turned all the others likewise over course of 5 minutes. Preston’s Pride assigned call code “Item 2” (1 & 3 were the Phantom & Heinkel 177) Rick contacted Medford Field Airport Field Operations Center code named “Dictum” in a nearby Navy trailer with an elevated observation station; “Item 2 Dictum, engine tests complete, permission to commence (field) tests” Airfield Controller forthwith replying; “Dictum Item 2, permission granted, winds 7 m.p.h. (1945 B-17's m.p.h. not knots) southwest, 29.95 Baro (inches Barometric)” Preston’s Pride’s altitude, airspeed & barometric pressure gauges 1945-vintage US measurements instead of SI, Rick & Warren forthwith signaling ground crews to pull chocks to commence ground roll onto the central airfield taxiway. Hamilton Standard props set for taxing, main landing gear wheel brakes still on, Rich ran up engines again third-power testing their strength they OK he’d signaled “ready to roll” to the Air Force Captain in charge of all airframe & operating systems inspections he saluting back.
Performing vigorous aileron, tailplane & rudder movement tests, main wing flaps lowered & raised four full cycles, bomb bay doors closed, Rick was now fully satisfied Preston’s Pride indeed could roll under her own power, applying one-quarter power on all engines whilst releasing main landing gear brakes her brakes squeaked they fully disengaging some seconds later. Now moving under her own power first time since 1958 over the airport central taxiway Rick executed a 90 degree wheel brake & rudder left turn onto taxiway parallel to landing strip powering up some more whilst conducting brake tests, rolling along encountering no issues traversing the taxiway she’d made her way up to the Runway Compass Marker 13 “Turntable” (square-shaped aircraft turnaround tarmac) adjacent to it where there she’d executed a full 360 degree “station” (fixed location) turn with brakes & engines testing how well they’d handled working together, moving over and turning 90 degrees right onto the runway Rick halted over six runway end markers to commence runway partial power runups & brake tests.
Mefford Field Airport’s runway is 3,901 feet in length well within the 1,700 foot absolute minimum distance for a minimally-loaded B-17G to take off, concerned about its overall condition for flying Preston’s Pride off it Navy & Air Force engineers conducted extensive inspections of it well as taxiways & “turntables”, all checking out they were cleared for operational use. Persuasively convincing Commander Frederick just one down & back runway test run circuit was necessary before flying her off instead of the planned three Rick & Donnie believed she’d been restored to fly after completing just one circuit; “If God were an airplane He’d be off on first (runway) run, Preston’s Pride ain’t God but damn close after three (one round trip test & take off runs)!” Rick had told him earlier in the day. After adjusting Hamilton Standard prop pitch settings for takeoff, final aileron, tailplane & rudder movement tests, mainwing flaps raised Rick signaled Dictum: “Item 2 Rolling 1”, brakes on all engines revved up half-power they were released she rolling several hundred yards wings & tailplanes flexing normally, power reduced continuing on to the Runway 31 Compass Marker Turntable.
Slowing down to 15 m.p.h. 800 feet from runway’s end Rick executed another 90 degree wheel brake & rudder to the right onto the Turntable forthwith executing another full 360 degree station turn returning back & halting over six runway end markers. The aircrew after conducing more aircraft systems checks signaled Rick to commence the second runway partial power test; “Dictum Item 2 Rolling 2” he’d signaled, brakes on, engine revved to three-fourths power they were released she again rolling several hundred yards wings & tailplanes again flexing normally, power reduced continuing on to the Runway 13 Turntable Rick executed another 360 degree turn; “Dictum Item 2 Tests Completed Awaiting Instructions.” Parked on station, engines running, Rick was anxious to get Preston’s Pride airborne, knowing from Commander Frederick "everything had to be in place (at Site 29-B)” before she could be flown over a hold was called, no problem given 90 minutes flight time worth of avgas in her tanks but still disconcerting to the aircrew; “Dictum Item 2 Hold” Rick forthwith & half sarcastically responding; “Roger That!”
…To Be Continued…
