DC-7: aircraft jack (2 0f 3) and self sufficiency

I continue where I left off in my preceding post where Larry Kraus was explaining to me about the tailwheel/nosewheel stand used by Butler's DC-7 airtankers. Larry describes this unique stand that he carries on his tanker (T-62):

If we didn't have this stand, we'd have to find a full sized jack to change the nose tire. It's actually pretty ingenious. It can be broken down into pieces and it weighs less than 70 lbs. I know this because we had to send one to Rapid City once by UPS Next Day Air when it was accidentally removed from T62 during maintenance and not returned and we had to change the nose tire.

For changing the main tires, a 30-ton hydraulic jack is used that is carried aboard T-62. According to Larry, the 30-ton hydraulic jack

fits under the center of the bottom of the main landing gear strut where there is a jacking point. Using the 30 ton jack we can change tires and brakes. We carry spare tires and spare brakes.

The spare tires (a nose tire and a main tire) as well as the spare inboard and outboard brakes act as both ballast and spares.We just have to carry the used tire and brake in the airplane as ballast until we can replace them with new ones. Getting the tire back in the airplane can be a challange without a fork lift. Getting the new one out of the airplane isn't easy either,but gravity works better going down than going up.

I don't have a photo of the 30-ton jack that is carried on T-62, but Larry found this 30-ton hydraulic jack on an internet search, which he says is similar to the one he carries on T-62:

He also sent this link, to ColumbusJack / Regent, a company that sells various aircraft axle jacks and related equipment.

In the photo of the jack adaptor that he uses as a tail stand and for the nose wheel jack, Larry has added a drawing in blue, showing where the 30-ton hydraulic jack fits in the picture.

Finally, Larry speaks of his need to be self sufficient:

Small general aviation airplanes wouldn't carry a jack around as they have no need to be self sufficient away from their home base. We pretty much have to carry any and all spare parts and tools with us. Most fixed base operators have no idea of our needs. Whenever we go to someplace that isn't used to our airplane and try to order oil they'll ask "How many quarts do you need?".....We work in drums....

You can figure our oil consumption as varying between about 2 and 5 gallons per hour per engine in a fire fighting operation. Multiply that by 8 hours for a full day and you'll see that, even at 2 gallons per engine per hour,we'd need 64 gallons of oil. We also carry a portable oil pumping system (with a small gas engine driven pump) that attaches to the top of an oil drum with appropriate fittings and has a 50 ft hose with a shut off nozzle.Again, getting the drum of oil into the airplane (it weighs about 350 lbs) is a challenge. On the Oregon contract, we can get by without carrying extra oil in the airplane because we only fly from bases that are set up for our operation.The engines have 46 gallon oil tanks.
I want to point out that I do not know what the other airtankers under national or state contracts carry with them.