Norway, Robert, SMSgt

PLEASE DESCRIBE WHO OR WHAT INFLUENCED YOUR DECISION TO JOIN THE AIR FORCE.

My Dad - Then Captain Al Norway, Sr.

I've been in the Air Force my whole life... really. I was born into it as my father was an Air Force pilot when I was born and retired as a Major in 1963. After I graduated from high school I attended college for 3 years but didn't do so well as I was more interested in partying and girls than in studying.

During that time (1966) I, of course, lost my student deferred draft status and since they were up to drafting married 18-year-olds and I was 21 and single, I opted to enlist in the Air Force. I also had been working with some guys who had served in the Air Force and they had some influence on my decision versus maybe joining the Navy or Coast Guard.

WHETHER YOU WERE IN THE SERVICE FOR SEVERAL YEARS OR AS A CAREER, PLEASE DESCRIBE THE DIRECTION OR PATH YOU TOOK. WHERE DID YOU GO TO BASIC TRAINING AND WHAT UNITS, BASES, OR SQUADRONS WERE YOU ASSIGNED TO? WHAT WAS YOUR REASON FOR LEAVING?
After enlisting in the Delayed Enlistment Program with a guaranteed job in electronics, I finally left for Lackland AFB and Basic Training on Jan 17, 1967. While in basic, as I recall, those of us with guaranteed jobs were asked to list our top 3 choices. I chose Automatic

Udorn RTAFB Main Gate

Flight Control Systems and two others I don't recall. My choice was based on a conversation I had with a co-worker prior to enlistment who had been in that AFSC. I liked aircraft having been a model builder and had flown U-control airplanes as a kid.

While waiting for results of our 'wish lists' I was asked to interview for a slot in AFSC 99125. They wouldn't tell me what it involved other than it was a special job in electronics. As it turns out, it was 'Special Electronics Technician' with positions maintaining equipment primarily concerned with the detection of nuclear detonations worldwide. Unfortunately, my class was graduating a week too late to be eligible for the AFSC. (At least that's what they told me).

I graduated as an A3C (E-2) and ended up getting my first choice, AFSC 325X0, Automatic Flight Control Systems Maintenance, and proceeded to Chanute AFB, Illinois for nine months of technical training. It was the longest tech school at Chanute and consequently, we felt like we were the 'Big Dogs On Campus'. We had to have the sharpest uniforms, the brightest boots and be able to march like a drill team.... and we did. (The marching was a natural, as the squadron was always made up of a mix of classes, new guys and those getting ready to graduate, we always had a share of 'experts', and the time to learn how to do it right!) The uniforms ended up keeping the starch suppliers and iron and ironing board sales going at a high pitch. Nobody sent their fatigues out to the cleaners, we all did our own! While at tech school I earned my second stripe... I was now an A2C (E-3).

After graduation, we had a two-week delay en route (we also had a two week leave about halfway through school) to our new assignments. I had asked for the southeast CONUS but ended up in the southwest. But, it wasn't too bad as I was assigned to Nellis AFB, Las Vegas, NV working on the F-4 Phantom with the 4538th FWS, which later changed to the 414th FWS. Not a bad location for a 21-year-old kid who liked to party!!! And the airframe was a dream to work on, for me at least.

My three-year assignment there taught me a lot about autopilot and instrument systems and how they related to each other. The only bad part was it was all flight line work. The logistics system at the time had field maintenance (the shop that repaired black boxes) separate from the flight line. On the flight line, we would troubleshoot in-flight discrepancies and then do what was required to make the aircraft flyable again, which was mostly Remove and Replace components. Some jobs required extensive troubleshooting and chasing down wiring problems, so we learned well how to use our PSM-18 Autopilot Tester and the ubiquitous PSM-6 Multimeter. We also had a variety of other tools to check out hydraulic actuators and gyroscopes.

After about 21/2 years I promoted to Sergeant (E-4) was asked if I would like to re-enlist early AND receive a reenlistment bonus and pro pay. Since I loved the work I was doing and didn't feel like looking for a new job on the outside, of course, I said 'YES, where do I sign?' Of course, once I reenlisted then came Permanent Change of Station (PCS) orders to a new assignment.

Well, I had southeast on my 'dream sheet' and I got it... only it was Southeast Asia, not CONUS. I was going to be going to Udorn Royal Thai Air Force Base in Thailand, 432nd AMS. After a two week leave, I was required to attend a six week '7-level school' at Mountain Home AFB, Idaho prior to flying over the pond. This gave me the opportunity to learn the field maintenance, or 'back shop' part of maintaining the F-4 autopilot system and how to repair those 'black boxes' that we would remove and replace on the flight line.

The flight from Travis AFB, California was uneventful but long. After arriving at Don Muang Airport in Bangkok, Thailand all of us new arrivals had to wait for our 'Klong' flight. This was a C-130 that did round-robins to all the bases in Thailand, picking up and dropping of GI's at their bases. Prior to the 'Klong', we had to spend a couple of nights in Bangkok, which of course included an introduction to the 'Land of Smiles', their people, customs and, of course, Singha, the local beer!

Then it was on to Udorn RTAFB and a year of hard work and hard play! It was hot on the flight line, but I loved it and cool in the shop. Free time was spent playing pinochle and softball when not downtown listening to the music...

Upon my return from SEA, I was assigned to Dover AFB, Delaware working with the Air Defense Command (ADC) on the F-106 Delta Dart. This was a big change from the F-4 and C-130's I had worked on in Thailand, but again it was a combination flight line and back shop operation with a lot to learn and I was promoted to Staff Sergeant (E-5). I was to be with ADC only one year as the 95th FIS was pending deactivation and ended up across the base with the 436 AMS working on the C-5A cargo aircraft. This was a big change from working on fighters and a big change in troubleshooting procedures and equipment as the Air Force was making its way into computerized maintenance. I ended up spending another 4 years at Dover before volunteering for Recruiter Duty with an assignment to St. Cloud, Minnesota.

In Minnesota, I covered a 3000 square mile area looking for qualified people to become a member of MY Air Force. During the five years, I spent there I was able to make all my goals, earn a promotion to Technical Sergeant (E-6) and become a Silver Badge Recruiter. I then PCS'd to Columbus AFB, Mississippi where I continued working colleges looking for Science & Engineering students. I did this for another two years and earned my promotion to Master Sergeant (E-7). After this, my wife and I decided that I would return to the 'regular' Air Force and I applied for an assignment back to my primary AFSC.

Return to the 'regular' AF ended up being one of the highlights of my career as I was assigned to the Strategic Air Command, 9th Avionics Maintenance Squadron, Beale AFB, California where I was assigned as Shop Chief for the Digital Automated Flight Inlet Control Systems (DAFICS) Shop on the SR-71 Blackbird. I had a lot to learn, to say the least. I had been out of maintenance for 7 years and electronics/avionics systems had done a lot growing in that period.

Fortunately, I had an assistant, TSgt Ken Blanchard, who had been with the program for quite a few years and was able to break me back into a maintenance frame of mind in short order! There was a lot of learning to do... not only the aircraft systems but all the paperwork involved with daily maintenance of a sophisticated airframe.

In addition, I all of a sudden had 20 some people to supervise! Talk about a learning curve!!! But learn I did, enough to eventually become promoted to Senior Master Sergeant (E-8) and be assigned as Automatic Flight Control System/Instrument Systems Branch Chief. I was now responsible for maintenance on those systems on four different aircraft... the SR-71, U-2, KC-135Q and T-38. Onward and upward, the Air Force is constantly in flux. SAC decided to change it's logistics systems to something they called ROLS, a Resource Oriented Logistic System. Essentially we were going to take half our specialists and put them on the flight line (isn't this where I came in???), and keep the other half in the back shop. I ended up going with those to the flight line where I became the SR-71/U-2 Specialist Supervisor in what was called the 'Blackworld'. Another E-8 who ran the Comm/Nav Branch went to the flight line as the KC-135/T-38 Specialist Supervisor in what was called the 'Whiteworld'. Eventually, I was reassigned to Chief, Maintenance Control Division and then received orders for Bentwaters Royal Air Force Base, England.

At Bentwaters RAFB I was assigned to the 81st Component Repair Squadron (CRS) as Avionics Branch Superintendent and later as Avionics Systems Manager where I was responsible for avionics support of 80 A-10 aircraft. This was a 4 year controlled tour and a change in Air Force High Year of Tenure policies dictated that I retire after 26 years of service. Since I had five E-8s working for me and all with less time in service than I, it was pretty much game over anyway, but it was one hell of a ride!!!

IF YOU PARTICIPATED IN ANY MILITARY OPERATIONS, INCLUDING COMBAT, HUMANITARIAN AND PEACEKEEPING OPERATIONS, PLEASE DESCRIBE THOSE WHICH MADE A LASTING IMPACT ON YOU AND, IF LIFE-CHANGING, IN WHAT WAY?
My most significant military operation, other than my year at SEA, was while I was stationed at Dover AFB. One morning in October 1973 a large group was ordered to report to the deployment staging area with our bags in hand. After spending the whole day processing (checking shot records

Lajes Field, Azores

and getting shots if needed, filling out numerous forms for family notifications, etc), around 1700 hours we were directed to busses that took us to the flight line to a waiting C-5. At this time no one knew where we were going or weren't telling us. Turned out, no one knew... not even the crew. Finally, about an hour or so later, we took off and headed east, still not knowing where we were going.

Eventually we were told we were headed to Lajes Field in the Azores Islands, but that wasn't necessarily our final destination. We arrived around midnight and prior to disembarking, I asked one of the crewmembers if this was our destination and he said he didn't know, but the aircraft would be returning to Dover. So the group of us (about 50 or so) and our bags were directed to an empty auditorium where we were told to make ourselves comfortable while the two Chiefs with us went to find out what was going on. They came back with no more information than what we had... we were at Lajes, and wait for further instruction.

Around 0500 we were told this was it, this is where we were going, and two divide our specialties into two groups. One group would go to billeting and arrange quarters for themselves and the second group, who were to get their tools and report to the flight line to start receiving and turning inbound C-5's, which would start arriving at 0600 hrs. There would also be a C-141 arriving with pallets of spare parts to be used for any R&R actions required to return a bird to code 1 status if needed.

We were now involved in Operation Nickle Grass and part of the 21st Air Force Airlift Control Element Maintenance (ALCE) Support Team.

Operation Nickel Grass was a strategic airlift operation conducted by the United States to deliver weapons and supplies to Israel during the 1973 Yom Kippur War. In a series of events that took place over 32 days, the Military Airlift Command of the U.S. Air Force shipped 22,325 tons of tanks, artillery, ammunition, and supplies in C-141 Starlifter and C-5 Galaxy transport aircraft between October 14 and November 14, 1973.

[1][2] The U.S. support helped ensure that Israel survived a coordinated and surprise attack from the Soviet-backed Arab Republic of Egypt and the Syrian Arab Republic.

FROM YOUR ENTIRE MILITARY SERVICE, DESCRIBE ANY MEMORIES YOU STILL REFLECT BACK ON TO THIS DAY.
Of all my service memories, those with the most impact are from my assignment at Beale AFB, Ca. with the 81st CRS and working with the men and women selected to work on the worlds fastest and highest flying aircraft, the SR-71 Blackbird. At Beale AFB I had the pleasure of working for, and with, the Air Force's best. Everyone assigned, for the most part, were specifically selected for their knowledge and capabilities. The supervisors I worked for I learned from daily. As mentioned previously I had been out of maintenance for seven years and these men and women allowed me to grow and lead my people in a high-pressure environment.

From being assigned to a unit initiating the digital change to the SR-71 inlet control system and developing an in-depth training program to transitioning to the new Readiness Oriented Logistic System (ROLS) and combining nine different specialist AFSCs into a single, autonomous unit and being selected as maintenance superintendent for a sensitive operational test of a new U2-R sensor system, my assignment here taught me a lot about professionalism and how to obtain it from others. The four and a half years I was stationed at Beale were the best of my career.

OF ALL THE MEDALS, AWARDS, FORMAL PRESENTATIONS AND QUALIFICATION BADGES YOU RECEIVED, OR OTHER MEMORABILIA, WHICH ONE IS THE MOST MEANINGFUL TO YOU AND WHY?
The most meaningful award I received was undoubtedly my first Meritorious Service Medal for distinguished duty in performing my duties in an outstanding manner as Noncommissioned Officer in Charge, SR-71/T-38 Automatic Flight Control Systems Shop, and as Automatic Flight Controls/Instrument Systems Branch Superintendent, 9th Avionics Maintenance Squadron; as SR-71/U-2R Specialist Flight Superintendent, 9th Organizational Maintenance Squadron and as Superintendent, Maintenance Control, 9th Strategic Reconnaissance Wing, Beale Air Force Base, California.

This was most meaningful to me, as it was a reflection of the excellent leadership and training I had received throughout my Air Force career.

WHICH INDIVIDUAL(S) FROM YOUR TIME IN THE MILITARY STAND OUT AS HAVING THE MOST POSITIVE IMPACT ON YOU AND WHY?
TSgt Robinson - Team Chief - Basic Training - First to see potential and assigned me as Basic Training Flight Chief.

SSgt Rankin - Nellis AFB Auto Pilot Shop - Kept assigning me to most difficult system problems and wouldn't let me quit until I solved the problem.

CMSgt Stu Neal, 9 AMS Maintenance Superintendent- Beale AFB, CA - Had enough faith in me to see me rise from shop chief to Branch Superintendent in a short period of time.

CMSgt Frank Davocato, 9 OMS Maintenance Supervisor - Beale AFB, CA - To continue seeing my potential and continue challenging me with greater responsibilities.

WHAT PROFESSION DID YOU FOLLOW AFTER YOUR MILITARY SERVICE AND WHAT ARE YOU DOING NOW? IF YOU ARE CURRENTLY SERVING, WHAT IS YOUR PRESENT OCCUPATIONAL SPECIALTY?

Manatee Cove Yacht Club & Marina - Patrick AFB, FL

After retiring from the Air Force I went to work with the Florida Department of Motor Vehicles in the Drivers License Division. First as a Drivers License Examiner and then as a Commercial Drivers License Examiner. I followed those positions with a position as a Drivers License Office Manager and then retired from the state. After that, I started (and continue to) work part-time at the Patrick AFB Yacht Club and Marina in the marina maintenance area.

IN WHAT WAYS HAS SERVING IN THE MILITARY INFLUENCED THE WAY YOU HAVE APPROACHED YOUR LIFE AND YOUR CAREER? WHAT DO YOU MISS MOST ABOUT YOUR TIME IN THE SERVICE?
Serving in the Air Force taught me how to be responsible for my own actions and how to imbue that ideal in those I supervised. I feel that because of that many of the men and women who worked for me were better able to proceed in their careers, whether on active duty or in civilian life.

I am fortunate in that by virtue of having retired closed to an Air Force base and maintaining a close relationship with people on the base, I really don't miss a lot of being in the service. In fact, as I now work in a NAF (Non-appropriated Funds) position at the marina, it's almost like still being on active duty... but without all the stress.

BASED ON YOUR OWN EXPERIENCES, WHAT ADVICE WOULD YOU GIVE TO THOSE WHO HAVE RECENTLY JOINED THE AIR FORCE?
I would advise new members of the Air Force to PAY ATTENTION and strive to produce the best results they are capable of in any required tasking. Regardless of your job, if you do it right, you're going to move forward.

IN WHAT WAYS HAS TOGETHERWESERVED.COM HELPED YOU REMEMBER YOUR MILITARY SERVICE AND THE FRIENDS YOU SERVED WITH.
By doing this 'Reflections On Your Service', I have been reminded of the many people who have led me on my path as well as those who trod the path with me. I have been able to rekindle some old friendships through the search functions available in the program. Of course, at times, we are also reminded of how fragile life is when we come across news of the loss of an old comrade. Life is short... enjoy it to the fullest as long as you are able.

kc 12/19/18