Carmon Ferdinand "Chuck" Crone

Chuck Crone Life Biography

When World War II in its 4th month, and everything was directed towards the war effort. Lots of things were being rationed such as gasoline, tires, sugar, silks, and cars. Car manufacturing stopped from 1942 to 1946 except for the military. Now I was a Senior at Thomas Jefferson HS, but in the 11th grade again. All guys my age were joining the Military and going to war, and I think this caused me to quit school and get into all this war activity and big money thoughts. School could wait. I went to work at Kelly Field in Civil Service for about 6 months; still living at home. In March 1943, I received my draft notice for military service. I remained at Kelly until July 1943 at which time I was accepted for Aviation Cadet Training. July'43 to Sept'43 Basic cadet training at Miami Beach, Florida. Sept'43 to Nov'43 University of Montana, Missoula, Montana (academics) Nov'43 to Feb'44 PreFlight Training, Santa Anna, California Feb'44 to Apr'44 Primary Flight School, PT- 17 Steerman. Thunderbird Field, Phoenix, Arizona Apr'44 to July'44 Basic Flight School, AT-17 (UC-78), Minter Field, Bakersfield, California July'44 to Nov'44 Advanced Flight School (B-25s), La Junta, Colorado. Upon graduation from Pilot Training on 20 Nov. 1944, I was commissioned as a Flight Officer (rank) and pinned on the Pilot wings. After an 18 day leave, I reported for B-17 Bomber Transition Training at Hobbs, New Mexico. Dec'44 to Mar'45 at Hobbs, New Mexico. Mar'45 to May'45 at Roswell, New Mexico for B-29 Flight training. In April 1945 Germany Surrendered in Europe; Hitler was defeated. that part of WWII was over. The war continued with Japan in the Pacific. June'45 to Aug'45 at Kirtland Army Air Base, Albuquerque, N.Mex. for B-29 Combat Crew Flight Training. After a couple of atom bombs being dropped on Japan, they surrendered on August 15, 1945. All flying training stopped, and sorta enjoyed the war being over, I was combat-ready, and now the war was over. On August 22, 1945 (I remember the date) I was fixed up with a blinddate by my B-29 Bombardier, 2nd Lt. Lenard Luke. The blinddate was Miss Lee Fritz. Yep, She was a blinddate I met the promotion board and on October 3, 1945 I was commissioned a Second Lieutenant. On December 27, 1945 we were married at the Base Chapel on Kirtland AAFB. In January 1946, I received orders to Roswell AAFB, New Mexico. We didn't have a car; my B-29 Flight Engineer, 2nd Lt. Vernon Cassidey, drove us to Roswell in his car. We had an apartment in Roswell, that must be remembered. Our kitchen was a detached garage (about 35 feet from the house) that was converted into a kitchen (no refrigerator; we had an ice box). Our bedroom was in the landlords house, and we shared the bathroom with the landlord. To get to the bathroom it was necessary to go thru their kitchen. To and from the base everyday was by bus or catch a ride with someone. The only flying that I was doing right now was the four hours a month that was required to get my flying pay. In March 1946 I received orders to Walla Walla AAFB, Washington. We traveled via Greyhound bus to Washington. All our worldly possessions were in a footlocker that we sent by railway express. Lee is pregnant and showing. I was a Squadron Adjutant, and only flying the 4 hrs. for flying pay. In April 1946 I received orders to Statistical Control School at Orlando AAFB, Florida. We knew that this would mean an overseas assignment in the Pacific somewhere or Japan eventually In June 1946 we drove to San Antonio and Lee was going to live with my folks until she could travel to my overseas location which I didn't know was going to be Guam at this time. She would not be able to travel until after the baby (Judy) was born (due in August). In late June, I left via Greyhound bus, for Kearns, Utah. I was able to choose my assignment at this time. I was told that the fastest way to get your family with you was to choose Guam; so I did. Now I can tell this was a snow job to fill positions on Guam. Japan would have been the choicer assignment. Some where in 1949 we moved to Stinson Field. In 1950 I took a job in Civil Service at Kelly AFB in civil engineering department as a draftsman. In 1950 we bought our first new car; a 1950 Mercury 2 door (dark blue). I joined the Alamo Wing Reserve Unit in Dec.1951 located at Brooks AFB. Mainly for the extra money from the monthly meetings. Unknowingly at this time, it would lead to my getting back to flying airplanes. Along with my job at Kelly AFB, I also designed and drew Architectural plans for several building contractors for extra money. One contractor in particular was Ray Ellison in his beginning as a home builder. At that time he built one house at a time. When it sold, he would buy another lot and come to me for the house plans and drawings. His office was in the trunk of his car; a black sedan 1947 Pontiac. He went on to become one of the giants in the homebuilding industry in San Antonio. In 1952 we bought our first home in Dellview subdivision in NW San Antonio; 547 Adrian Dr. A two bedroom, one bath, 1 car garage, and no air conditioning. It cost $12,000.00 ; financed by VA loan for 25 years at $79.00 a month payments. At Kelly AFB, I was making about $250 a month, so I decided to take this job and leave Kelly AFB in the spring of 1952. I still had my House Plans Service on the side which averaged another $100 a month. Plus my AF Reserve pay which added another $50 a month at that time. We were beginning to get above that struggle to make ends meet, and life was becoming better, but we were not a 2-car family yet. The hours that I put in was still tough; 12 to 15 hour days was not unusual. In the spring of 1952, I was beginning to fly aircraft again in the reserves at Brooks AFB. Still not knowing that this was leading towards my career as an Instructor Pilot with the Air Force Reserve. I flew the AT-6, T-28, and the twin engine C-45 until 1954. Then the 433rd Troop Carrier Wing got the C-46 type Aircraft. I was an Instructor Pilot now, and becoming very active in the Reserve flying. It was not work or a dreaded chore; it was enjoyable and I was getting good at it. I worked at Geo. C. Vaughan and Sons until the end of 1956. On January 2, 1957 I started as Instructor Pilot at Camp Gary at San Marcos flying the L-19 teaching Army Officers how to fly. My flying career was starting. This was a big jump in pay; $600 a month. And still continuing my reserve flying which was bringing in about a $150 a month now. I was not doing architectural designing and plans anymore. This pay was well above the average. My work day was better; one week I flew in the AM; the next week I flew in the PM. It was like having a half day off everyday, plus about a week off between classes (every 4 months). Our lives had become very relaxed and becoming more financially comfortable all the time. The Alamo Wing changed to the C-119 aircraft in the spring of 1958, and I was checked-out in the C-119 in June 1958. I maintain a high level of proficiency in this C-119 as a reservist. I was an Instrument instructor pilot and Check Pilot. Promotions were slow in the reserve program. It was Aug 1958 before I was promoted to Captain. Camp Gary closed in the summer of 1959. The flying school moved to Ft. Rucker at Dothan, Alabama. I still could have my job, if I wanted to move to Ft. Rucker. Hawthorne Aviation would have paid for the move, but the long term prospects for this job looked a bit risky. The Air Reserve Technician program (ART) began in early 1958, and I decided to apply for the position of Instrument Instructor Pilot, and would accept the job anywhere in the United States. I was prepared for this to take some time to be hired. After Camp Gary closed I took all the active duty that I could to keep the money coming in for our living. This meant that I was gone on flying missions, and away from home for weeks at a time. It was July 1960 before I was hired by the Air Force Reserve unit at the Naval Air Station at New Orleans. Right after that I received letters from several other reserve units wanting to hire me for this same job; McGuire AFB at New York, Minneapolis, Miami, and Hamilton AFB at San Francisco. If one of those would have come in first, we would have been there instead of New Orleans. I reported for work on Aug 6, 1960 This was the start of the career that I would eventually retire from. My flying was a big part of these years in the C-119 aircraft. I was averaging more than 500 flying hours a year. All over the United States, Alaska, Panama, the Carribean, and Canada. I maintained a desk job also as Director of Safety, and also in charge of operational plans with a security clearance of Top Secret. Lee and I took many trips and vacations during these years. Judy and Donny were on several of them. I would sign-up for every school that was available to me to go TDY and Lee would come with me for the trip. Her first jet airline ride was to Los Angeles with Delta when I was there for the Flying Safety School at the University of Southern California (USC) in Oct. 1962. Another memorable trip was to Survival School at Stead AFB at Reno, Nevada in Nov. 1964. We had just bought our first luxury car, a1964 Landau Thunderbird, and we drove it out there. The only First-Class airline trip we ever took was to Mexico City in Aug 1970. We rented a car to drive to Acapulco where we had reservations at the Las Briasas Hotel with private swimming pool, and a pink and white jeep for 5 days. We changed aircraft at the beginning of 1970. We lost the C-119 and got the C-130. I was among the first to be checked out in the C-130 at Ellington AFB at Houston, TX. I thoroughly enjoyed the years of flying the C-119, which amounted to almost 9,000 flying hours. I retired with almost 14,000 hours of flying, which doesn't include my flying time at Camp Gary which was over 1400 hrs.

Chuck was preceded in death by his wife of 59 years, Lee Crone; daughter, Sandra Kaye Crone; grandson, Bryan DeForest; great-grandson, Ryan Lee DeForest; parents, Carmon Elijah and Annie Roeder Crone; and two brothers.

Survivors include his son, Donny Crone and wife, Cookie; daughter, Gayle Crone Rupert; grandchildren, Ginger Kaye DeForest, Dawn Rae Wyatt, and Kelly Renee Elmore; great-grandchildren, Shaun Laine Fontenot, Derek Ryan Pineda, Cassidy Marie DeForest, Taylor Christine Elmore, Hailie Nicole Elmore, and Emery Reese Wyatt; great-great-grandchildren, Lilly Morgan Fontenot, Luca Hope Fontenot, and Rylan Nicholas DeForest.

Family will receive friends at a visitation from 4 pm to 6 pm, Sunday, May 23, 2021 at Lucas Funeral Home, 1601 South Main Street, Keller, Texas 76248. A Celebration of Chuck's Life will be held at 11 am, Monday, May 24, 2021 at Lucas Funeral Chapel. A Military Graveside will begin at 2 pm, Monday, May 24, 2021 at Dallas Fort Worth National Cemetery.