The pilot took off and circled the field at an altitude under one thousand feet. Approaching the drop zone, the co-pilot flashed a warning light above the door where the parachute handlers were stationed. At the next signal, the handlers, one on each side, heaved the dummy out. The lanyard, reaching full extension, pulled free the rip cord's pack closing pins, the pack flaps were instantly drawn back by strong bungee cords, and a small spring-loaded pilot chute ejected, opened, and caught the air stream, drawing the main canopy out to the full length of its shroud lines. The canopy skirt caught air, opened, inflated the canopy fully, and the parachute and its 'weight' descended. The ground crew tracked the parachute visually to estimate where it would land.
Ground crew work was not dull. I remember how we spread out along an aircraft's line of flight as it neared the drop zone, observed the chute ejection and canopy opening, and the dummy swinging in an arc underneath. There were times during low altitude drops when ground crew had to move fast to get out of the way. As soon as we thought that we knew where the parachute would land, we'd run toward it and, as soon as we got to where the parachute landed, jump on and pin down the dummy, haul in one (preferably two) of the webbing straps (risers), spill air from the canopy, and get it all together with the least possible damage to the parachute-and ourselves.
There were times, even on a relatively calm day, when a gust would pass across the field and re-inflate the canopy before we got to it. A partially inflated canopy in a gentle breeze can drag a 120-pound dummy along the ground faster than ground handlers can run. Also, a canopy (made of natural silk in those days) that drags the ground usually collects snags.
I'll always remember chasing a descending parachute that touched down in a sudden gust that dragged, rolled, twisted, and bounced the dummy along a grassy field we were using for the drop zone. I was closest and gave chase. Finally, with a lunge, I landed on the dummy, wrapped both legs around it, and grasped and hauled back one of the risers. I managed to spill enough air to deflate the canopy. Controlling a dummy that is being tossed around by a sudden gust is akin to riding a lively pony.
Back at the shop after the tests, we inspected every part of a repaired parachute closely to see how well it had withstood the test. Some years previously, apprentice parachute riggers were not certified until they had jump-tested a parachute that they, themselves, had inspected, repaired and packed. The requirement for certification of riggers by 'jumping their chutes' was suspended in 1941 because of enormously increased shop workloads shortly before the U.S. formally joined its allies in the war. *** On Sunday, December 7, 1941, I was working the night shift in the Parachute Shop. The Japanese attack on Pearl Harbor had occurred that morning and was being reported on the radio in continuous news flashes. About an hour after my work shift began, the shop supervisor instructed all parachute riggers to go immediately to the aircraft maintenance main hangar nearby. Several hundred men from aircraft repair, sheet metal, and instrument repair shops, and other shops on the base were already there when I arrived. They were milling about; I joined the crowd and wondered why we had been assembled.
A military officer climbed to the work platform at the top of an aircraft maintenance stand. Drawing everyone's attention, he announced that the Army Air Corps needed skilled technicians and supervisors immediately at Hickam Field in Hawaii. Whoever wanted to go, he said, should raise his arm and his name and badge number would be entered on a list.
I happened to be single, footloose and fancy-free at the time, and my arm got caught in the updraft. We were directed to stand by, and the others instructed to return to their shops. Those of us who stayed formed a line, our identities were verified against our badge numbers and photographs, and our job titles entered on a list. Each was given an instruction sheet and ordered to comply.
The next morning, following instructions, I reported to the dispensary for vaccinations and immunization shots and on to the Personnel Office to sign papers that came at me from all directions. I was informed that I had one week to get my affairs in order; after that I would be on standby for departure.
A week later, along with several hundred other volunteer workers, I boarded a train on a siding adjacent a base supply warehouse. The train, with all windows covered by blackout curtains, departed Patterson Field, Ohio in the dead of night, and arrived three days later at Moffett Field near Mountain View, California. Disembarked, we lined up for bedrolls, and were pointed toward rows of tents in a muddy field adjacent a dirigible hangar. An instruction sheet, tacked to the tent's center pole, told us where the mess halls were located, and the meals' schedule by tent number.
Additional trains arrived in the days that followed. Hundreds of civilian workers joined us in the tents waiting for the next leg of our journey. We soon became acquainted; we were from all across the country: New York and Pennsylvania, Ohio and Georgia, Alabama and Texas, Utah and California. The Army Air Corps bases where we signed up were Griffis and Olmstead, Patterson and Robbins, Brookley and Kelly and Hill and McClellan. We were part of a vanguard moving out with little or no advance notice. Except for a carry-on bag with a change of clothing and a few personal items, our luggage had gone directly into the ship's hold.