My Aviation Career
By George Sanky

Growing up I was always interested in aviation and had a constant desire of one day becoming a military pilot. During my high school days, I built various aircraft models such as Curtiss P-40 "Tiger Shark" and the Lockheed P-38 "Lightning". I also joined the Civil Air Patrol (CAP) at Mitchell Field for a few years. While WWII was raging on, I convinced my parents to sign for me, thus allowing me to join the Army Air Corps (AAC) cadet program at age 17 on June 15, 1944. I took my oral, written and physical exams at 39 Whitehall Street, NYC, passing them all and given an "AC" (Air Cadet) lapel pin to wear. The AAC would not permit entry into active duty until I finished high school and turned 18 years of age.

Entry into active duty occurred on June 9, 1945. However, prior to this, my hopes of entering cadet pilot training were dashed when the war in Europe ended just before entering the service and new pilots were no longer needed. The War Department sent me a letter citing options I could take under the circumstances: 1. Resign from the AAC and register with the draft board. 2. Transfer to the ground forces of the Army. 3. Remain in the AAC in some then unknown capacity.

Since I could not fly aircraft, I still wanted to involved with them and chose option 3. This turned out to be Airplane/Engine Mechanic. Training took place at Keesler Field, Miss. After completion of basic training, I along with others was chosen to attend Jet engine training school at Chanute Field, Ill. This new engine technology was just coming into its own at that time, as we know.

Upon course completion, we were shipped to Williams Field, AZ and I was made crew chief on the sleek Lockheed P-80 "Shooting Star" aircraft. At that time, this particular aircraft was being used to transition pilots from prop to jet engine flying. In fact, it was in this type of aircraft during a training mission that one of our great leading fighter aces of WWII, Major Richard Bong, was killed in a crash due to a flame-out of his engine. While in service, two incidents took place that still stand out in my mind. 1. As a reward for completing acft.engine mechanic school, we were allowed to go through a B-29 "Super Fortress" bomber. At the same time, our Sgt. wanted us to experience how it felt to "walk through" a 4-bladed huge prop on this plane. (This will loosen the engine prior to starting.) He sent one from our group into the cockpit to make sure the ignition switch was off for this engine. He said it was and we proceeded, two men to a blade, to walk it through. Afterwards, the Sgt. went into the cockpit and found the switch to be "On." Needless to say, we were lucky and that guy got a strong bawling out. 2. One day after returning to the flight line from the mess hall, other guys heading to the mess hall told me my plane was down on its belly at the end of the runway. Of course, I thought they were kidding me (as they often did), but I started to sweat anyway. It sure was down and the pilot was claming it happened due to landing gear hydraulic failure which prevented the landing gear from opening. For the next two weeks thereafter, they had that plane on cement blocks and opened and closed the landing gear repeatedly to check out the pilot’s story. As it turned out, fortunately for me, the landing gear was operating perfectly. It was then determined the failure was due to pilot error, not mechanical.

I worked from 1959 until 1994 retirement with a small NYC export sales company – aviation oriented. We sold parts to the airlines and foreign military. In my capacity as Vice President, I made several overseas sales trips to NATO purchasing – Luxembourg, Fokker Aircraft – Amsterdam, Portuguese Air Force – Lisbon, and Danish Air Force –Copenhagen.

In conclusion, I never took flying lessons after military service since I used my G.I. Bill to attend New York University and received my BA degree.

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© 2004 The Long Island Early Fliers Club, P.O. Box 221, Bethpage, NY 11714-0221 • info@longislandearlyfliers.org