Dec 2008 Newsletter


Dr Clyde Eliott, 56SOW Flt Surgeon 69-70, West Monroe, LA Tel 318-396-4557 Off, Cell 318-388-4863

:)


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Dr Clyde Eliott, 56SOW Flt Surgeon 69-70, West Monroe, LA Tel 318-396-4557 Off, Cell 318-388-4863

I Knew Capt Don Morris 56 SOW KIA Thailand and will talk to his son. Still an active doctor in LA and would like to hear from some of those who he treated in Thailand and Laos for any reason.

Bob Arnau, rra@earthlink.net --URL with great group photo of POWs.
Quite a few familiar faces! List depicts unit, type of aircraft & ejection seats, date of shoot-down and individual photos. Someone did a lot of work putting this together!
http://www.ejection-history.org.uk/PROJECT/POW/pow_a.htm

"Halford, Darren B LtCol USAF, ACC Project Liberty/MC-12", Darren.Halford@dm.af.mil


Gene, Thanks for taking the time to chat.  I'll get my ACA app in ASAP, but my contact info may change soon due to my pending reassignment to Project Liberty/MC-12. DARREN B. HALFORD, Lt Col, USAFCell:  520-940-3021

Kham Phiou Manivanh CPK Red , KManiT28FB@aol.com, RLAF T-28 and their disguises

Yes, the T-28s had slot on the fuselage and on left side close to the battery access that you can slide in the marking like the Laos flag or whatever they wanted. Kham CPK Red



Ddvcampbell@aol.com , writes: Were they the T-28's that had the changeable markings, there were a bunch that used to fly into and out of UBON on occasion in '67. Each mission they had a different marking. D Campbell
Larry Hughes", larryh@chancefac.net , From the gun plumbers

The T-28s and B-26s actually used the same gun.  Both the 28s and 26s used the M2 .50 cal gun.  Difference was the T-28s only had 2 in blister pods under the wing while the A-26s carried 8 in the nose.   For those of you not familiar with the .50 caliber Browning machine gun here are some quick (approx) stats: Overall Length:  65 in, Weight:  84 lbs, Link belt feed, recoil operated, air cooled, Rate of Fire:  450 - 550 rpm, Muzzle velocity 3000 feet per second,  max range of 1.5 miles or so but the effective range maxs out at around 2000 yds. For the BITTER GUN OWNERS out there, the barrels were right hand twist, 8 lands and grooves, one turn in 15 inches and overall rifling length of about 41 inches. Ammo we were using was from WWII and Korea with most lot #s dated 1943 and some 1947.  The "new, good" stuff we got was from 1952.  Much of that stuff was very unstable and opening ammo boxes was always an adventure.  We did ensure EOD full employment and kept them very busy. Larry Hughes, NKP 68 – 69 www.chancefac.net


Mike and Pat Koepl, koepls@sbcglobal.net, Ron Rogers

After a long battle with throat cancer again, after being clear for 8 years today at 2:00  Ronnie Rogers passed away. He has been part of our lives for over 44 years for Mike, 38 for me. He has been an Uncle to the kids, great uncle to Aaron and A big brother to us both. He will be deeply missed. Please say a prayer for all of us. Luv to All Patti 



Bob McGarry, spooky1969@aol.com; Gene, Ron was a Spooky gunner at Phu Cat AB VN.


Some AU-24 Stallion History

Joe Kittinger, acoljoeadv@aol.com

I flew the Stallion at Hurlburt in 1964 as part of the flight test program for a STOL aircraft for the Air Commandos. At that time I was assigned to the Combat Applications Group the Research and Development organization for the air commandos.  We tested (and I flew) the Helio Stallion, The Pilatius Porter and the Turbo Beaver. All of these aircraft had the same PT-6 turbo prop engine. At the time of the competition the  Porter was the best aircraft but politics entered into the selection process and the Turbo Beaver was selected. Nothing ever came of the program as Air America had the mission and did not need the Air Commandos to select the right aircraft for them. The Stallion that we flew was right out of the plant and had not been flight tested enough to remove the bugs before it was entered into the competition. It would have been the best aircraft if it had about six months of flight testing before the competition. It was by far the fastest of the 3 aircraft and had excellent STOL characteristics. And now you know the rest of the story. Joe

 
Peter Keller, udorn02@optonline.net Helio AU-24A Stallion URL
 Ly Ieng Heng, Atlanta, GA, http://aeroweb.brooklyn.cuny.edu/specs/helio/au-24a.htm Hi All AU24 Lovers,
Surprised, surprised, there is a survived Khmer Air Force AU24 pilot still alive in the USA. My name is Ly Ieng Heng, a former Captain Khmer Air Force pilot who flew AU24 Stallion starting May 1973 to April 17, 1975 in Cambodia. I had attended a first flying training school at Point Cook, Number One Flying Training School in Australia along with Royal Australian Armed Forces (RAAF). The AU24 is the best airplane in action. This baby can carry five (5) 250 pounds bombs under the wings and fuselage, or twenty eight (28) rockets under the wings along with 500 rounds of 20mm side gun. It also can carry flares at night. I flew Winjeel for the basic training (124 hours) and Cessna 150 (150 hours) for tactical flying and secret field landing at night with the RAAF, and nothing compared to flying AU24 in action during the war in Cambodia.
Love you all, Former Cambodian Pilot, Heng I. Ly (EON 8A)

Stephen Ruby
 Oshkosh, WI the Helio Stallion was originally developed for the civilian market in response to the growing need of a single-engine turbine STOL aircraft. As usual the military saw great
potential for this prototype. Under the type certificate# A4EA the Helio HST-550 was built in late 1963. Two power plants were offered: (PT6A-6 550shp) and the Garrett TPE-331-1(600shp) after numerous development problems i.e.: gear-box, and hot-section failures, the Garrett were dropped in favor of the PT6.

The second prototype Stallion HST-550A was the aircraft evaluated for the U.S.A.F. Credible Chase program. This particular Stallion was certified in August of 1969, and was billed as the fastest single-engine STOL by the FAA with a max cruise of 228mph! Since the FAA did not know how to deal with a stall-proof airplane a stick-force augmentation system (SFAS) was installed. As airspeed slows, a vane on the left wing senses angle-of-attack and increasing pressures on the stick results in factors up to a net force of 50lbs. These airplanes were dive-tested to 282mph. and flown up 7.3g's. With the more powerful PT6A-27(680shp). Gross weight civilian: 5800lbs. Military: 6300lbs. The competing Pilatus PC-6(AU-23) Porter was significantly slower and could not perform nearly as well. Today, only 2 Stallions are in civilian hands. The Helio Stallion is a fantastic machine, indeed! Sincerely, Int'l Helio Assoc.

Darrell Babb, Florida

I participated in the USAF evaluation of the AU-24 at Eglin AFB, Fl In 1972. I was assigned as a gunner/sensor operator/load master and any other thing a two man crew needed to do. I became the Stan Eval Flight Examiner for gunners on both the AU-24 as well as the AU-23. Before the program terminated we brought Vietnamese air crews to Eglin and trained them on these systems with the idea of taking them to Vietnam for the completion of combat testing. They were deemed to be too vulnerable to ground fire/missiles for that environment. A fun aircraft that had a few problems. The rest is history. I could probably locate 6/8 of the gunners that participated if the need should arise!

Peter Keller, udorn02@optonline.net

Unfortunate Cambodian http://www.unfortunatecambodian.com/index.php?option=com_content&task=view&id=29&Itemid=1 MY SHORT BIOGRAPHY When the unexpected war started in early 1970, all of my classmates were divided, not in terms of politics but in the ways of which they chose to survive this ordeal. We knew the consequence of the war, as we had witnessed and understood the suffering of the Vietnamese and Laotians civilians for decades. I, personally, had a previous experience with the Vietminh, the predecessor of the Vietcong, when I was a small child and that experience will haunt me for the rest of my life. I will elaborate on this incident in one of my chapters to follow.

Half of my classmates preferred to remain on the side lines by continuing their studies, while the rest chose to join the armed forces that were backed by the USA to fight the invader, the Vietcong. I decided to join the Khmer Air Force "8". At first, I was trained to become an army officer at Ecole Militair Khmer. The school was half funded and trained by the French officers and French government in Phnom Penh, and I was later selected to go to Australia to train in becoming a pilot by the RAAF "No.15 Army pilot Course" at Point Cook, Victoria, Australia. There I met my wonderful course supervisor; SQDR F.W. Burtt, his wife and his two brilliant daughters, and they were all to become my trusted friends.

After I went back to Cambodia, I was assigned to join the forward air control squadron. I flew the Helios stallion Au 24 gunship with close ground support on day and night missions until almost 3 months before the end of the war.


 

The Cambodian staff sent me to Thailand to learn to become an instrument procedure instructor with the US military assistant command in Thailand. I graduated at the same time the war ended on April 17th 1975. I became a refugee and received asylum in the USA, and I've settled down in California since then. Currently, I am working as a mail carrier for the USPS, as I have been for the past 29 years, and I am looking forward to my retirement in the early spring of 2009. I am married with two daughters and a son, one of whom has graduated and two of whom are still in college. At the end of the war I found only three of my classmates still alive so far.


Don Henak, gigmasterd@yahoo.com , NKP 67-68 Zorro C

Hi all:  SFC Don Henak, ret. US Army National Guard's Active Guard Reserve Program.  Started out as Airman and ended up at, "the last stop on the edge of the world,"  Naked Fanny APO 96310 as it said on my orders that didn't have a name of the base printed on them anywhere. When I first got the orders I was at Edwards AFB working the flight line crash truck.  An older Sgt just laughed.  He knew where they were sending me, but never would tell me.  He really thought the whole thing was funny.  I went to the 606th Air Commando Squadron, 56th Air Commando Wing, now under the command of the legendary leader BG Aderholt.  I'm now a crew chief on T-28s, call sign Zorro.  A COL at the time, the man himself flew combat missions just like his subordinates.  When you worked for this man, formalities were not a priority, but you being at a bare minimum superhuman was.  Everyone knew and was trained in more than one job.  I was an augmentee AP/SP perimeter guard when they needed one.  I was put on non crew flt status and got stories to tell later riding in the back seat, and often times with the stick in my hand.  There was a tremendous feeling we got from his leadership. We felt that we could do anything, and we could.  "Commando Can Do" has stuck with me my entire career and life.  It’s the creed I live by.  You get the right people in the right jobs and you stand behind them no matter what.  That's the way it was with his management style. It caused ordinary people to do extraordinary things, on a regular basis.  This man could run his part of the CIA and AF at the same time and make it look like nothing. There wasn't much we wouldn't do for that man, including putting our lives on the line whenever our missions dictated.  Many in our wing and unit lost their lives that year. No day goes by I don't think of them and what they and their families have given.  I will never know their pain and loss, but I will, however, feel the proudness they feel, because I feel it too.  Those days I walked among so many heroes.  Those days forged real men out of naive boys. I know, because I was only 19 when I arrived at NKP, and I must have been forty five when I left a year later to return home.

 Don H.



"L.D. Strouse", loongles@gmail.com
Don, Over the years, I had the privilege to call Gen Heinie Aderholt my boss, my mentor and my friend. He managed for me to get out of the USAF and with AAM when Gen Sweeney and his 4 stars said that I was critical and he could not release me. I was a FAC IP at Hurlburt at that time. Les Strouse

Kham Phiou Manivanh CPK Red, KManiT28FB@aol, Flying Enlisted NKP 67-68 Zorro To: the-tlc-mission@nexus.net

That's how I emptied the dirt from the floor when I test flew it, (Upside down and open the canopy) but I always warn my back seater (usually the guy who fix the bird or the mechanic) to lock the harness and always hear the word "Oh, oh! OK Skipper" and later "I hate this but I like it" I would put the bird to the max performance, so it would hold when I took it to the real combat and evade the bloody AAA. T-28 was the best trainer/fighter bomber and I love every minute out of my 3000+ combat sorties and 4000+ hrs in it. And best of all "Live to brag about it




"L.D. Strouse", loongles@gmail.com

I can still hear his voice and see his face, the night I got all busted up and was on the dispensary table about midnight at NKP.  I had white towels all over me with round holes in spots where they could clean my wounds and sew me up.  I don't know how the General Aderholt could be everywhere all the time, but there he was during my crisis moment, looking down on me.   I can still see his face, as I looked through one of the holes they left me to see through.  He said to me, and I'll never forget this, "Hey Skunky, how ya' feeling'?"  To this day, I wonder if he remembers this incident back in the 67-8 time frame.  I have always wanted to ask him.  I'm not sure what keeps me from doing exactly that.  I tried last year but email came back.  He is a hard guy to forget, huh?  I really enjoyed the stick on the T-28s.  Often as soon as we lifted off the end of the runway they'd have me flying the beast.  I had no idea what to do at first.  I drove about everything from a very young age back on the farm, but nothing had prepared me for controlling this beast of a plane.  It didn't take me long to get the aircraft in the one situation you did not want a T-28 in.  There was this one scenario, where it goes into an uncontrollable spin that you can't get out of, until, of course you hit the ground.  I accidentally pushed that envelope one day, and after that I knew being a pilot would never be my thing, but it was fun playing around a time or two per month. The pilots I flew with were very aggressive, with the dives and practice strafing runs down the NKP highway, and the day we came down in a steep dive and then went horizontal about 300 or less off the NKP runway, flipped upside down with the canopy back.  How could I ever forget, hanging upside down, held in only by the two straps over my shoulders, as I waved hello to my fellow aircraft mechanics and crew chiefs who were manning their aircraft on the flight line as usual?  I remember wondering what the tower was thinking about our antics.  I also wondered if we got turned in for chasing the old man with the vegetable cart down the NKP road at about the same altitude.  I remember that run, from about ten thousand feet or so, heading toward the earth wide open, with that 1,420 supercharged horsepower pushing our airspeed to the max.  That was the first time I had noticed that the canopy and the main body of the aircraft had a gap in between them that allowed the canopy to shake and strain at those speeds.  We pulled up just in time to motivate the vegetable man.  As it turned out, the old man could really run.  The last time I saw him he was cart less and disappearing into the red dust covered trees.  If you flew this way these days, you'd end up on the evening news.  With General A., it was always better to ask forgiveness than permission, remember?


"Tom schornak" schornakt@comcast.net, to: "Jones, Mic" ,
buddy of Mic's here!
Hi Sherrill  I Received Mic's name as well as your e-mail address from Gene Rossel. Yes, I know Mic, super guy!  Sorry to hear is having some tough medical problems.  Hey; you & the family do not need a VA hassle when Mic is so, so sick!  He was my first instructor during my A1E checkout.  And, he might not recall my name but I can guarantee he will remember a flight he and I shared at McConnell AFB back in 1964.  Just ask him if he ever made a gear up landing????  Well honestly, to be more correct did one of his students ever make a gear up landing in an A1E while Mic was listening to Irish Folk Dancing Music on the ADF??? I wrote up the story about Mic and myself when he was checking me out in the A1E.  It happened during a hurricane evacuation to McConnell AFB in the fall of 1964, the article is  in the book, "The A-1 Skyraider in Vietnam; The Spads Last War" written by Wayne Mutza, Shiffer Military History Press (pgs76-78)  If you send me your address I will make a copy of the article and get into the mail for you and Mic to read.   (Note: Heinie; if you are reading this, and have not seen the article, you are also in it...you really need to read it.  I'll send you a copy of the article if you cannot find the book) Regarding this problem with the VA & Mic.  I'm so disappointed to hear their reluctance in treating Mic.  For heaven’s sake there are many of us out here that could swear on a stack of bibles he is the real deal.  Many of us, to no avail, could find any orders with Mic's name....but...not any wonder because he was one of the early pilots to go to Vietnam and whole affair at the time, as you know, was under secrecy. My suggestion; is for you to write a personal letter to Heinie Aderholt and ask him to get involved.  If only Heinie knew of the problem, he would shake someone loose and tell the VA to get on with the treatment.  Send General Aderholt a personal letter and ask him to provide a notarized document that he personally know Mic and for the VA and get on with Mic's treatment.  Perhaps that would break the ice.  I have put General Aderholt on copy for this e-mail. Sherrill, hopefully you will get this e-mail.  If so?  Let me know the status of things and give me your address and I will forward the article.  Mic will get a chuckle out of it. Best Regards,   Tom Schornak

We got the Leon County Veteran Service office in the act and we will be calling on anyone who was with Mick in Vietnam—got to show the VA feet on the ground for VA support.

"Larry Hughes", larryh@chancefac.net , How to distinguish between Skyraiders.
The Es and Gs were the Fat Faces.  Hs and Js were the single seaters. Larry

An amazing piece of flying. This was a real neat video on the Internet which showed an aerobatic airplane with a wing falling and landing safely. The real aircraft and a model of the real aircraft were seamlessly put together to showing it landing safely. It was all over the Internet and many diehard aviators swore it was real. Many old pilots claimed it was true and many disbelieved it. It was a neat video job which fooled a lot of old aviators. Les Strouse comments below which best describes the fake:
Les Strouse Not his day to die or a great fake? FAKE!
Flying scenes done with an RC model.  Note when the wing comes off there are NO WIRES, TUBES, ETC.  An extremely clean "break". The RC model is videoed up through the landing.  Then there is a break and switch to the REAL airplane.  The angle never allows the viewer to see the right side of the real airplane....where the wing is supposedly missing.  Good video work though.  Les

Peter Keller, udorn02@optonline.net For those who can remember.  Curtain falls on Berlin's legendary airport http://www.radionetherlands.nl/news/international/6032980/Curtain-falls-on-Berlins-legendary-airportPublished: Friday 31 October 2008 08:05 UTC.

The curtain has fallen for Berlin's historic Tempelhof Airport. The last two planes took off from the city-centre airport shortly before midnight in commemoration of the Berlin Airlift. When the Soviet Union sealed off West Berlin from the rest of the world in 1948, the airport was the city's lifeline. Tons of US aid was flown in to Tempelhof. The decision to close such a historic site has angered many Berliners. During a farewell party for invited guests, hundreds of demonstrators gathered at the gates to protest against the closure


Arthur Halliday, docellen1970@yahoo.com, 6th Air Commando Squadron contacts?
To: aircommando1@earthlink.net
Hello, My name is Arthur R. Halliday and I was an A-1 Crew Chief in the 6th ACS/SOS.  I am trying to make contact with any maintainers or pilots who were in the squadron.  Any assistance would be appreciated. Thanks.  Art I have just downloaded your application form and will

be sending it in.  Again thanks.

I will put this in the Dec ACA Home page

Don Luke, Oerm2133@aol.com, Air crew list
I was not an AC47 aircrew member, just a crew chief for a year.

 I noticed on your list that Merle Andrews, one of the pilots who flew the aircraft I kept in one piece, has an email address Merleandr@aol.com.  Recently emails I have received from him have been using the email address merlefandr@hotmail.com.  I received an email some time ago about a change in his email address.

 I was unable to attend the reunion this year due to a mix of work related and personal commitments.  Would you be able to provide the date for the reunion in 2009 so I can get it on my calendar? Don Luke, Tucson, AZ

 AC-47D Crew chief, 4th SOS, Acft 43-49211, Danang AB, RVN, Nov 68-69



I will get you an answer and will put this in the ACA Newsletter.
"Joseph Holden", aceusaf@earthlink.net, George Welch

I have an interesting story but not directly about Welch. In late 1954 I was assigned to the 326thFIS at Grandview Mo, the Commanders name was Lt/Col William Wright, The squadron was newly formed and there were around twelve experienced pilots assigned and the rest were Second Lts I heard several people refer to Col Wright as punchy and didn't quite understand it. He called me into his office one day and asked me to become Maintenance Officer, I had some previous experience for a few months at Williams AFB as an assistance maintenance officer in the T-28 maintenance section, most of my duties consisted of testing 28s after maintenance was performed. In any event I accepted even though my experience was limited and the F-86D was a dog to maintain. Because of my duties I had frequent visits to the Commanders office and noticed he had some "quirks" eventually I pieced together his problem. Seems he too had been at the base where Welch was, the field is still there on the North Shore of Oahu but I understand mostly gliders fly out of there. Col Wright told me he had played cards most of the night and was sleeping when the attack occurred, seems he and Welch had been fairly good friends and if he had been awake he might have gotten one of the P-40s and might have shot down some Japanese planes and he was still disturbed by the missed opportunity. I tested most of the F-86Ds post maintenance even after I no longer was in that position. One of the first things I did was time the climb to 40k feet and time it, if it was much less than 5 minutes there was something wrong with the airplane, the next thing I did was dive in afterburner and the D even with wing tanks would go supersonic and even in that version I could tell when it went supersonic because of the wing tuck, if I recall correctly it was the right wing.


Jo Joe Potter, josephpotter@eastlink.ca , Ranch Hand's
Ranch Hand’s Viet Nam
*Note: Patches in background.

Ranch Handers.jpg

"Laurie Schneider", pitcher99@bigpond.com Australian philosophy
FEDERAL BUDGET - MESSAGE TO THE AUSTRALIAN PUBLIC MESSAGE TO THE AUSTRALIAN PUBLIC
The federal government will be sending a $1,400.00 rebate to many of us .
If we spend that money at K-Mart, the money will go to China.
If we spend it on petrol it will go to the Arabs; if we purchase a computer it will go to Taiwan.
If we purchase fruit and vegetables it will go to Mexico, Honduras, and Guatemala.
If we purchase a good car it will go to Japan;
If we purchase useless crap it will go to Korea and none of it will help the Australian economy.
The only way to keep that money here at home is to spend it on prostitutes and beer, since these are the only products still produced in Australia.
Thank you for your help.
Kevin Rudd & Wayne Swan.
( Australian Prime Minister & Australian Treasurer)

 

Thomas Ensminger, thomasensminger@hotmail.com, Carpetbagger Site—well done.

Nice site!  I gave you a link on my links page.

 http://home.comcast.net/~801492bg.historian/LinksMenu.html
Keep up the good work!
 Thomas L. Ensminger, Author & Historian, Editor & Webmaster, 801st/492nd BG, "The Carpetbaggers", 8th Air Force - WWII

Bill Hester, whester15@yahoo.com , Dad was a FAC - 68 Bien Hoa - Anyone remember him?
My Dad, I think he was Capt Keete Hester at the time, was a FAC in
67-68 stationed at Bien Hoa. I used to talk with him some about his
service and he always had a great story to share. Never wrote them
down though. Anyway, I'm putting together a project in honor of my
Dad in an effort to establish a scholarship in his memory. He passed
away in Feb. A Naval Academy grad, Air Force career and later a HS Jr
ROTC and math teacher in Louisiana. I’m interested in anyone who knew and remembers anything about him and
his time as a FAC. If you do, please take a moment to write. My
email is wrhester@verizon.net Also, if you’re interested in seeing the project, it's called, "Paddling
For a Purpose - The K. L. Hester Scholarship Project". I'd like to
add any info to his story and to the projects blog. Any help is
appreciated. BTW, I wish more people would take the time to know what you guys did.
True heroes...thanks to all., Bill Hester

"Stewart, Jason A", jason.a.stewart@ttu.edu , Vietnam Archive Oral History Project

My name is Jason Stewart and I am one of the oral historians at the Texas Tech Vietnam Archive. The reason I am emailing you is to see if you still have an interest in participating in the Oral History Project. First of all thank you for your past interest in the project. Secondly I would like to apologize for the long delay in contacting you. We have had an overwhelming response to the program and it has simply taken us years to work through the list of participants. However, if you are still interested in participating in the Oral History project, please let me know. You can contact me through this e-mail address or you can call me at 806-742-9010. I hope to hear from you soon. Sincerely, Jason A. Stewart, Oral Historian, Texas Tech Vietnam Archive, ph: 806-742-9010, email: jason.a.stewart@ttu.edu


RANDALL  WADE  EVERETT, rwe111@embarqmail.com, 20 Oct 08 Prostrate Pellets
HI GUYS ---THIS IS GOING OUT TO ALL YOU GOOD FRIENDS WHO HAVE SHOWED CONCERN AND WISHED ME WELL-----WENESDAY, I GOT MY BIRTHDAY PRESENT ----THE RADIOACTIVE SEEDS IN MY PROSTATE!!IT REALLY HASN'T BEEN THAT " PIECE OF CAKE " THAT SOME MENTIONED -----I 'VE GOT A CATHETER HANGING OUT THAT CUTE LITTLE GADGET THAT USED TO GIVE SO MUCH PLEASURE, AND I'M IN PAIN EVRY TIME I PISS AND PASS BLOOD AND PARTS OF MY PROSTATE-----HAD TO GO IN TODAY AND HAVE THE TUBE FLUSHED OUT, AS IT WAS BLOCKED AND CAUSING EVEN MORE PAIN ----I GET TO HAVE IT OUT ON MONDAY ---YIPPEE!!!I'M NOW RADIOACTIVE, AND SALLY HAS TO SLEEP DOWN THE HALL ---ALSO I'CAN'T GET TOO NEAR SMALL KIDS AND PETS, AS I MIGHT BLOW THEM UP, OR SOMETHING!!IN 6-7 WEEKS, I THINK I TAKE ANOTHER PSA TO SEE IF ALL THIS HAS WORKED ----THANKS AGAIN TO ALL YOU WELL WISHERS ----WADE

Bob Arnau, rra@earthlink.net, Who was the A-1 pilot?

When I arrived at NKP in March '69, Capt Bud Kerr (pronounced Car) was a pilot in the 21st.  (The roster lists him as Capt Joseph W. Kerr.) The following extracted from the "Knife Tales" that I compiled describes an incident that occurred when I was flying night recce with Bud shortly after arriving at NKP:

John Holt’s recollection regarding the F-4 crew reminded me of similar nighttime incident. I hadn't been at NKP very long and was still flying as co-pilot.  I had flown night recce with Bud Kerr and we thought we were through for the night.  Around 0300, we were awakened and told to launch ASAP as an A-1 was headed back from the "Barrel Roll" (northern Laos) with a chip light illuminated and a rough running engine.  We were airborne within minutes headed north.  Shortly after we were in the air, we heard from the A-1's wingman that the rough engine had quit and the pilot had punched out just as they crossed over the Mekong from Laos (up near Grove Jones as I recall).  The pilot had landed OK not far from the river on the Thailand side.  We were shortly in the area, guided by the fire of the crashed A-1 on the ground.  We were able to contact the downed A-1 driver on his survival radio (URC-64?).    He said he heard distant ground-fire, thought it was probably the 20MM cooking off from his crashed "Spad" but wasn't sure.  (He was on the Thai side of the river but none of us were all that sure of the safety of that remote area with known insurgents.)  At any rate, he said that he was in a dry rice paddy and asked us to pick him up if we could.  It was a very dark night but the wingman said he had one flare left.  In hindsight, making a night, remote area approach under those conditions was certainly questionable, but we weren't about to leave the guy on the ground for a couple of hours until daylight after he asked to be picked up!  The A-1 dropped his flare on target and we started our approach.  Bud told me to stay on instruments in case the flare went out.  Sure enough, the flare went out when we were a couple of hundred feet AGL.  I took control and continued a slow descent on instruments until we were low enough for the searchlight to give Bud enough light to go visual.  We touched down and a very happy A-1 driver quickly came aboard.  We got back to NKP well before daylight.

Like I said, I hadn't been at NKP very long, so I don't recall which O-6 met us when we landed.  I do recall that first, "unofficially” ----- he thanked us for bringing the pilot home, then ----- "officially", chewed our ass a wee bit for making an unauthorized night pickup.  (Unfortunately, we had been "unable" to contact the command post.  That had been one of those cases where "you don't ask a question if you can't stand a no answer"!)  Like John Holt, we heard nothing more about our incident.  (Thankfully, so!). Bob Arnau

Bob McGarry, spooky1969@aol.com, Spooky aircrew who were shot down
Web page on downed AC-47 gunships. http://ac47-gunships.com/ac47_miakia.htm, Bob McGarry
spooky1969@aol.com, spooky1969@comcast.net

"Bob Childers", bob.childers@comcast.net
POW List, someone really did some good work putting the list together – Great to see some of the old faces. By the way, you can add me to your “Ejection” list.  F-4C Phantom, 63-7429, on 11 April 1967, 45th TFS, MacDill AFB. (I flew two tours in Nam (65 Ubon and 69 Danang) and never had a scratch, but had to leave one in Hillsboro Bay when leading a flight of 4 clean aircraft on an ACM training mission. John R. (Bob) Childers (59-G @ Bainbridge; 59-H @ Greenville –

 "MacAlan Thompson", mactbkk@gmail.com, The Aircraft of Air America’s

Following from Joe Leeker's massive research project into the Aircraft of Air America. http://www.utdallas.edu/library/collections/speccoll/Leeker/index3.html


http://www.angelfire.com/home/laoslist/crl70.html). 

Charles Brown, cbrown16@att.net


I am sorry to say that at the last moment we are not able to make the reunion again. I sent $170 for early registration. I am not looking to get the money back and I don't know how the relationship between the Reunion and the ACA.  I was just hoping that one of you might know who to ask to get the $170 transferred to the Air Commando Association. My membership number is 1030 and it is under Charles W. Brown.

If this is not possible without a lot of effort, don't worry about it. Have a good reunion and say hello to all of our friends for me. Note my new email is cbrown16@att.net, Thanks, Charlie Brown

Thanks Charlie it has been taken care of and we missed you at the reunion. Thanks for the donation.


History of BG Benjamin H. King, 9574A, USAF Ret --9 Dec 1919----7

Oct 2004, Combat missions and flying hours. BG King is the father of the

Vietnam Air Commandos and AF Special Operations.
We believe that BG Benjamin H. King had more combat missions as a

fighter pilot, (flown in three wars, WWII -Vietnam) than any other fighter pilot.

We need help in getting his official total combat hours

during his first tour in Vietnam in 1961.  Could you please help me

in finding where I can get his official combat missions.
Gene Rossel

Tel 90-9-591-7342



BG Benjamin King. Does anyone have more information on Ben King?

Combat hours and mission BG King flew  combat in 3 wars:

WWII                    480 Combat Hours and 122 Combat Missions

Korea                   382 Combat Hours and 200 Combat Missions

Vietnam 1961            Need

Vietnam 1963-1964       100 combat missions

Total Combat Missions 422 Combat missions.

BG King also had 6000 flying hours, 1146 combat hours and 422 combat

missions


MacAlan Thompson", mactbkk@gmail.com
Great site on ejection seats. List depicts unit, type of aircraft & ejection seats, date of shoot-down and individual photos. http://www.ejection-history.org.uk/

"Mike Lattner", MLattner@castolp.com

My name is Michael Lattner and my father (Richard J. Lattner, 3rd Air Commando Sq) was a member of the 3rd ACS in the Philippines during WW2 and I am currently trying to reconstruct his experiences during that time.  Is there a particular group or individual that I could contact to further my investigation?  He was a radio technician with one of the airdromes.  I appreciate any help you may be able to provide.

I sent you some info and I will put this in the ACA Newsletter.
 

Bill Chambers, blc11@cox.ne ,>Iran air defense

In addition to communicating with the local air traffic control facility, aircraft are required to give the Iranian Air Defense Radar (military) a ten minute "heads up" that they will be transiting Iranian airspace. This is a common procedure for commercial aircraft and involves giving them your call sign, transponder code, type aircraft, and points of origin and destination. I just flew with a guy who overheard this conversation on the emergency frequency 121.5 MHz while flying from Europe to Dubai. It's too good not to pass along. The conversation went something like this...


Air Defense Radar: "Unknown aircraft at (location unknown), you are in Iranian airspace. Identify yourself." Aircraft: "This is a United States aircraft. I am in Iraqi airspace." Air Defense Radar: "You are in Iranian airspace. If you do not depart our airspace we will launch interceptor aircraft!" Aircraft: "This is a United States fighter. Send 'me up!" Air Defense Radar: (no response ... total silence)

C-47/DC-3 web site which is very interesting.WorldFamousDC3.doc




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