SR-71 Blackbird

The following provided by Bob Becht, AC, 1st ATS, '62-'65. Commentary author not identified:

The SR-71 in the first photo below is in the National Museum of the Air Force, Wright-Patterson AFB, Dayton, Ohio. This particular plane flew the first operational mission, and has the most operational time of any SR in the fleet.


In April 1986, following an attack on American soldiers in a Berlin disco, President Reagan ordered the bombing of Muammar Qaddafi's terrorist camps in Libya. My duty was to fly over Libya and take photos recording the damage our F-111's had inflicted. Qaddafi had established a 'line of death,' territorial marking across the Gulf of Sidra , swearing to shoot down any intruder that crossed the boundary. On the morning of April 15, I rocketed past the line at 2,125 mph.

I was piloting the SR-71 spy plane, the world's fastest jet, accompanied by Maj Walter Watson, the aircraft's reconnaissance systems officer (RSO). We had crossed into Libya and were approaching our final turn over the bleak desert landscape when Walter informed me that he was receivi ng missile launch signals. I quickly increased our speed, calculating the time it would take for the weapons-most likely SA-2 and SA-4 surface-to-air missiles capable of Mach 5 - to reach our altitude. I estimated that we could beat the rocket-powered missiles to the turn and stayed our course, betting our lives on the plane's performance.

After several agonizingly long seconds, we made the turn and blasted toward the Mediterranean . 'You might want to pull it back,' Walter suggested. It was then that I noticed I still had the throttles full forward. The plane was flying a mile every 1.6 seconds, well above our Mach 3.2 limit. It was the fastest we would ever fly. I pulled the throttles to idle just south of Sicily , but we still overran the refueling tanker awaiting us over Gibraltar.

Scores of significant aircraft have been produced in the 100 years of flight, following the achievements of the Wright brothers, which we celebrate in December. Aircraft such as the Boeing 707, the F-86 Sabre Jet, and the P-51 Mustang are among the important machines that have flown our skies. But the SR-71, also known as the Blackbird, stands alone as a significant contributor to Cold War victory and as the fastest plane ever-and only 93 Air Force pilots ever steered the 'sled,' as we called our aircraft.

The plane was dripping, much like the misshapen model I had assembled in my youth. Fuel was seeping through the joints, raining down on the hangar floor. At Mach 3, the plane would expand several inches because of the severe temperature, which could heat the leading edge of the wing to 1,100 degrees. To prevent cracking, expansion joints had been built into the plane Sealant resembling rubber glue covered the seams, but when the plane was subsonic, fuel would leak through the joints.

In 1962, the first Blackbird successfully flew, and in 1966, the same year I graduated from high school, the Air Force began flying operational SR-71 missions.

The SR-71 was the brainchild of Kelly Johnson, the famed Lockheed designer who created the P-38, the F-104 Starfighter, and the U-2. After the Soviets shot down Gary Powers' U-2 in 1960, Johnson began to develop an aircraft that would fly three miles higher and five times faster than the spy plane-and still be capable of photographing your license plate.
The SR-71 was an expensive aircraft to operate. The most significant cost was tanker support, and in 1990, confronted with budget cutbacks, the Air Force retired the SR-71. The Blackbird had outrun nearly 4,000 missiles, not once taking a scratch from enemy fire.

On her final flight, the Blackbird, destined for the Smithsonian National Air and Space Museum , sped from Los Angeles to Washington in 64 minutes, averaging 2,145 mph and setting four speed records.

The SR-71 served six presidents, protecting America for a quarter of a century. Unbeknownst to most of the country, the plane flew over North Vietnam , Red China, North Korea , the Middle East, South Africa , Cuba , Nicaragua , Iran , Libya , and the Falkland Islands. On a weekly basis, the SR-71 kept watch over every Soviet nuclear submarine and mobile missile site, and all of their troop movements. It was a key factor in winning the Cold War.

I am proud to say I flew about 500 hours in this aircraft. She defeated every missile, outran every MiG, and always brought us home. In the first 100 years of manned flight, no aircraft was more remarkable.

Author Unknown

C-133 Replacement

Thanks to Sandy Sandstrom, here's a great Lockheed-Martin, 3 minute video of the C-5 Galaxy. Just click on the Play button:

Ed Elias, 1972 POW

Some of you may remember Ed when he was a Navigator in the 39th ATS in the early 60s. This is the bizarre story of his POW experience in 1972:

ELIAS, EDWARD KNIGHT

Name: Edward Knight Elias
Rank/Branch: 04/US Air Force
Unit:
Date of Birth:
Home City of Record:
Date of Loss: 20 April 1972
Country of Loss: North Vietnam
Loss Coordinates: 172400N 1063400E
Status (in 1973): Released POW
Category:
Aircraft: RF4C

Other Personnel in Incident: None missing

Source: Compiled by P.O.W. NETWORK 06 September 1996 from one or more of the following: Raw data from U.S. Government agency sources, correspondence with POW/MIA families, published sources, interviews.

REMARKS: Released Hanoi 720925

VIETNAM [magazine]: June 1996

PERSONALITY:

In a bizarre incident, Air Force POW Ed Elias was freed through the
propaganda efforts of American collaborators.

By Carole Hack

Major Ed Elias was captured three days after he and his backseater ejected from their burning McDonnell F-4C fighter over North Vietnam. Although Elias evaded one surface-to-air missile (SAM), a second hit them.

Elias saw no one the first day. The second day, searchers came very close to him. On the third day, he decidded to leave his secure hiding place and move across the river, to get away from the populated area and establish communications. He was captured near the river later that afternoon by North Vietnamese Army (NVA) troops. "If you're going to be captured," Elias said, "you're better off with regular army that understands the importance of an American prisoner."

After the NVA soldiers stripped and searched him, they gave him back his flight suit, but not his boots. They marched Elias out with tied wrists. After they were out of the jungle, they blindfolded him. He lay down in a truck and rode about 30 minutes to a holding area, where they interrogated him.

At one place, the captors stopped and displayed their prisoner to the local people. Some of the locals poked at him with sticks. One guard tried to push them away, but they persisted. To Elias' relief the soldiers reappeared and left with him in tow.

At one point on the journey, Elias' captors stopped on the road and told him to dig a hole. A car pulled up bearing an officer and a civilian with a camera, who took a picture of Elias. The photo was later published in a newspaper with a caption saying this was an American digging a foxhole to protect himself from American bombing attacks. Elias was told he was digging his own grave.

His guards were singing Ho Chi Minh songs and Hanoi was ablaze with lights as Elias entered the city in the evening, 3 1/2 days after his capture. That was a low point for him. He could not believe the city was lit up, rather than hiding in fearful darkness.

Elias was taken to Hao Lao, the old French prison known to its inhabitants as the "Hanoi Hilton." First stop was "New Guy City."

The people most likely to have current military information were "the new guys," the new prisoners, said Elias. The American military knew U.S. fliers could be shot down, so they changed military information all the time. While new prisoners were subjected to intense interrogation, the captors eventually moved on to things that could be used for propaganda purposes.

For the first week, Elias was interrogated day and night. They tied him up, threatened him, said they would release evidence to show he had been killed, kept him awake, and generally wore down his endurance. Since his capture, he had been interrogated by Russians, Eastern Europeans, a Cuban, and a Vietnamese with a French accent.

New Guy City was all solitary confinement. Elias was first confined to a big room, about 20 by 20 feet. On the high ceiling was a loudspeaker and a light that was always on. The walls were plaster over lath. The floors were stone. In the center was a concrete pedestal two feet off the floor that served as a bed. There was a door with bars on the window. After a week, Elias' captors left him alone for awhile. He was then moved to a smaller room in New Guy City. After four months, he was taken to another camp, name CuLoc, "The Zoo." It was a former French movie studio converted to a prison. There, rooms were about 10 by 5 feet with a concrete pedestal in the middle and a bamboo mat. A mosquito net was a welcome addition because it protected him from rats as well as from mosquitos.

Prisoners at the Zoo were fed twice a day. In the morning they got a cup of powdered milk and a piece of bread. The bread was dotted with pink spots, with a weevil in the center of each pink spot. Some prisoners picked out the weeils, but Elias ate the bread, weevels and all, because it supplied more protein. The second meal was served around 4 p.m. It was soup made from local vegetables in season. This could be turnip greens, pumpkins, potatoes, or squash. Sometimes there was pig fat in it, with the hair still on the skin side of the pig.

The prisoners wore clothing that was either maroon or gray striped. Shoes were thong sandals made from old tires. Toilet facilities were a bucket. The sandals could be set on the rim to serve as a seat.

Although the prisoners could not see one another, their routines were such that when one prisoner was led off to a weekly four-minute bath at a well, another prisoner would empty the absent prisoner's bucketl. Sometimes this routine offered an opportunity to leave a message scratched on a piece of soap or paper. The prisoners called them "drops."

Another form of communication was tap code. Prisoners memorized the alphabet in the form of a grid, with each letter having a number equivalent that was determined by its position on the grid. Then they tapped out a message. The Vietnamese knew the code too, but they couldn't have someone listening in every cell all the time.

The best time to communicate was in the midst of confusion. The guards were frightened by bombing raids and would hide until the all-clear. During such times, the prisoners would yell to one another.

Elias kept his eye on the piece of sky in his window at The Zoo. One dahy he saw an airplane shot down. He established the date. (Guards who spoke English were willing to tell prisoners the date.) Years later, he learned the downed pilot had escaped. Unless another pilot was shot down on the same date, the pilot was Bud Breckner, who later would be Elias' wing commander at Williams Air Force Base.

One day Elias was blindfolded and put in a vehicle with another blindfolded American, Jim Padgett. They were taken into a room and seated at a table; their blindfolds removed. They saw five or six other prisoners sitting there, Minutes later, in walked Jane Fonda.

She talked 30 to 45 minutes about why she came to North Vietnam. She stood in front of the men and lectured them about committing genocide, destroying civilian targets and committing other atrocities. Fonda said she would be broadcasting a message asking their fellow American fliers to refuse to fly sorties against North Vietnam. She dwelt on how much the people of the United States were against the war.

Later, Elias listened to what he thinks was a tape of the same speech broadcast over the loudspeaker in his cell.

Elias was not taken to hear former Attorney General Ramsey Clark speak, but once again tapes were played over the loudspeaker in his cell. Clark said how wrong the United States' actions were in the eyes of international law.

Those experiences were a low point in Elias' entire POW experience. He threw his sandals at the loudspeaker again and again in his cage.

"We were really pumped up for the cause," he recalled. "We wanted South Vietnam to have the right to be free. Here these Americans were coming over and telling us we were criminals."

One night someone came to Elias' cell and told him to put on his clothes and come along. Elias was taken to the interrogation room, where another man was sitting. "Some Americans are coming to see us," the man said. After the two men had sat there for a long time, an interrogator, who had been nicknamed "the Weasel" while at the Hanoi Hilton, appeared. He told them, "In honor of [some Vietnam holiday] and the benevolence and memory of our beloved president and the goodwill of the American people, we are going to release some prisoners." After that, Elias was returned to his cell. He was called back again the next day, and the release progressed from there.

The actual circumstances of Elias' release were a mystery to him at the time. The people who came to release him referred to themselves as "the Coalition." They included Cora Weis of the Faberge' family; David Dellinger of the Chicago Seven; William Sloan Coffin, a Yale University chaplain; and Professosr Richard Falk. They were accompanied by NBC correspondent John Hart and Associated Press correspondent Peter Arnett. Elias says the whole thing was a propaganda effort to show that the Coalition could deal with the North Vietnamese government and the American government could not.

"I didn't know who these people were," he said. "I only knew I wanted to get back to the military." When he learned the Coalition was intent on preventing the military from "capturing" him, he got up from their table and left the room. A North Vietnamese political officer stopped him and said, "That is not intelligent."

Elias and the Coalition flew from Hanoi to Beijing. Arnett had given Elias the telephone number of the satellite communication system that President Richard Nixon had used on his recent trip to China. When Elias walked into his hotel room, he picked up the telephone and dialed that number. A switch operator picked up the call in New York and passed it through to Elias' wife in Valdosta, Ga. "We talked no more than two minutes," Elias said. "no one eger knew except Peter Arnett, who was in the room when I called."

From Beijing the group flew to Moscow where Adolph "Spike" Dubbs was the American charge'd'affaires. Elias said, "He was wonderful." After a conversation with Dubbs, Elias decided to be quiet. The group flew fromm Moscow to Copenhagen and then on to New York, where Elias was finally reunited with his wife and family.

[Disributed through P.O.W. NETWORK]

April Book of the Month

MY EXPERIENCES IN THE WORLD WAR
By
John J. Pershing
Commander-in-Chief, American Expeditionary Forces
Dedicated to The Unknown Soldier

John J. ’Black Jack’ Pershing, 1860-1948, was one of America’s most famous Army officers known world wide for his untiring energy, faithfulness, and gallantry. His extraordinary personal efforts during WWI of insisting that America field its own Army with its own command structure rather than augmenting ally troops set the stage for America to become a world power during the 20th century. However, the warnings Pershing implored in Experiences about being ill prepared to meet aggression were largely ignored in the lead up to WWII. Some still feel we have not fully integrated that simple but critical aspect of national survival into our cultural ethos.

Pershing thus becomes another example in a long line of our citizens from ordinary circumstances who stepped forth upon the international stage in time of need. He graduated from West Point in 1886 and was appointed the overall American Commander in Europe during WWI. General Pershing ended his career as Army Chief of Staff retiring in 1924 fully recognized as a heroic and fearless warrior in defense of our Country.

Thousands of adoring American citizens, many ‘his doughboys’, along with numerous foreign dignitaries attended Pershing’s 1948 funeral service. Pershing is buried at Arlington National Cemetery along with his two grandsons, 2Lt. R.W. Pershing and Col. J.W. Pershing. General Pershing’s wife, Helen Frances Warren, and three daughters died in a tragic fire that destroyed the quarters at the Presidio of San Francisco August 1915 with only his son, Warren, surviving.

For Pershing to carry on with the burden of his professional duties after such a life-wrenching event speaks to the greatness of this man. But, carry on he did leading the American fighting forces to victory during WWI: the ‘War to End all Wars’. As his memoirs, My Experiences in the World War cover only WWI; the following is a short web based biography of Pershing’s full Army experience and personal life that is informative and fascinating. Click on: Arlington National Cemetery Website.

John Joseph Pershing
September 13, 1860(1860-09-13) – July 15, 1948 (aged 87)

Published in 1931 General Pershing’s primary purpose in writing Experiences, the story of the American Expeditionary Forces in France, was to convey the many timeless lessons should the Country ever be called to arms again. WWI found us absorbed in the pursuits of peace and listening to no warnings of danger about the coming European conflagration. During the early part of the 20th century, Congress had authorized limited preparations for defense but none for aggression. Thus, it took years for the Country to change its habits in order to meet the realities of modern military combat in Europe.

Those lessons Pershing warned about were again largely unheeded during the 1920’s and 30’s in the lead up to WWII as they have been for other conflicts that America has entered. However, since 1945 the people of the United States have been constantly engaged in the level of preparedness it feels it needs to meet its obligation to ensure our personal and economic freedoms. The present internal political conflict regarding terrorism is an example of such debate and the lessons that Pershing warns are again in question. Can we change the very habits of our lives to meet the realities of Non-nation, long term, domestic and international aggression that we are now confronting?

The importance of Pershing’s contributions to America’s prominent position in world affairs today was profound. They are largely the result of his activities in Europe beginning in 1917 where he firmly insisted upon an independent American Army. France and England both wanted American troops to be divided among their armies feeling America’s contribution to the Great War was to be men and material rather than an independent fighting force. Pershing would have none of that.

Adding to Pershing’s stature of national importance concerning the U.S. becoming a world power was his insistence upon rigid combat troop training in the US before embarking for Europe. The methods for military training that Pershing began in 1917 were the foundation for the mobilization of WWII that produced the finest, most far-flung military force the world had ever seen. Those same concepts of an independent American fighting force with its own Commander undergoing disciplined training are still a major asset of our military and its ability to attract recruits. The professionalism of our citizen military has made it today’s most trusted and respected of all government institutions.

It is truly unbelievable how dismally unprepared America was to face modern warfare at the time. Here was the situation for Army aviation. The Air Service Section of the Signal Corps consisted of 65 officers and about 1,000 men. There were 35 officers who could fly and only about 5 of those could meet the requirements of the then modern battle conditions. None had any technical experience with aircraft guns, bombs, or bombing devices. The Corps had 55 training planes all without war equipment; of the 55 planes, 51 were obsolete and the other four obsolescent; the Corps could not put a single squadron in the field. It was estimated that we would eventually need 300 squadrons each with an average of 24 officers, 180 men, and 18 airplanes. The Army, Navy, and Marines, were all facing the same deplorable operational readiness conditions.

Pershing’s memoirs in My Experiences in the World War also recognizes the remarkable efforts of the American people, the soldiers, and his General Staff in meeting the needs of a modern war that included thousands of horses needing care, thousands of motorized vehicles needing maintenance, and thousands of men to be trained for combat. In addition, much of the infrastructure in France and Britain had to be rebuilt to accommodate the influx of the American Army. It is because of Pershing’s efforts in coalescing America and the free world in an ultimate victory during this tragic era of the first modern world war that he was so revered by his troops and our allies. He was a ‘larger than life’ figure for those who knew him, for those who served under him, and for those who became free because of him. Their dedication to him was above all reproach.

Experiences will be especially interesting to C-133 crewmembers as a large portion is dedicated to the flying forces at the time. The training, planes, airfields, navigation, and other operational tasks were shockingly primitive compared to the 1960’s and archaic in today’s world of the USAF. This revealing memoir published by Pershing about the American military world of the early 20th century and its need to engage on an international front set the stage for our modern force structure. The C-133 was a small but important part of that continuum leading to America’s rise to this present period of preeminence as the world’s only superpower.

During The War to End All Wars America suffered 53,513 hostile deaths, 204,002 wounded, and 63,195 non-hostile deaths caused mostly by the flu epidemic that swept through Army camps in 1918. Kansas City, MO, hosts Liberty Memorial that is noted as probably the most outstanding monument to WWI veterans in the nation. Its museum is the only one in the U.S. specializing in the WWI period. Experiences is well worth reading as General Pershing guides us through a historical time of change for our military forces and our Country. Enjoy!

Reviewed by Richard Spencer
39th ATS , DAFB, 1962-1965

Russian Cargo Jet

Amazing pictures of a massive Russian cargo jet...

Dimensions anybody???

Busted Fly-Over

You probably won't ever again see the maneuver to rejoin the formation flown by a Vermont National Guard F-16 pilot at the Red Sox 2008 Opening Day ceremony.

The out-of-position pilot performed a maneuver which has resulted in his grounding for remedial training. The way he remedied his error busted an altitude limit, but having video of the maneuver likely added to the attention he's received.

The maneuver came just as the Boston Symphony Orchestra was finished playing the National Anthem.

Click here to watch the opening ceremony and the flyover:

http://www.youtube.com/watch?v=tDkCVmWov5U


Submitted by Sandy Sandstrom

Sneak Preview

Coming Soon!
April Book of the Month

John Joseph Pershing
September 13, 1860(1860-09-13) – July 15, 1948 (aged 87)
Nickname	Black Jack

Way Cool Toy!

Thanks to Gerry Coleman for the following video!

When the Music Stopped

For those who are unaware, at a military theater, the National Anthem is played before every movie. From a Chaplain in Iraq:

I recently attended a showing of 'Superman 3,' here at LSA Anaconda. We have a large auditorium we use for movies, as well as memorial services and other large gatherings. As is the custom back in the States, we stood and snapped to attention when the National Anthem began before the main feature.

All was going as planned until about three-quarters of the way through The National Anthem the music stopped. Now, what would happen if this occurred with 1,000 18-22 year-olds back in the States? I imagine there would be hoots, catcalls, laughter, a few rude comments; and everyone would sit down and call for a movie. Of course, that is, if they had stood for the National Anthem in the first place.

Here, the 1,000 Soldiers continued to stand at attention, eyes fixed forward. The music started again. The Soldiers continued to quietly stand at attention. And again, at the same point, the music stopped. What would you expect to happen? Even here I would imagine laughter, as everyone finally sat down and expected the movie to start. But here, you could have heard a pin drop. Every Soldier continued to stand at attention. Suddenly there was a lone voice, then a dozen, and quickly the room was filled with the voices of a thousand soldiers, finishing where the recording left off: “And the rockets red glare, the bombs bursting in air, gave proof through the night that our flag was still there. Oh, say does that Star-Spangled Banner yet wave, o'er the land of the free, and the home of the brave?”

It was the most inspiring moment I have had here in Iraq. I wanted you to know what kind of Soldiers are serving you here. Remember them as they fight for you! Pass this along as a reminder to others to be ever in prayer for all our soldiers serving us here at home and abroad. For many have already paid the ultimate price.

Written by Chaplain Jim Higgins
LSA Anaconda is at the Ballad Airport in Iraq, north of Baghdad

Provided by Sandy Sandstrom

Hole in the Wing??

How does this happen to a C-5? As yet unexplained! Thanks, Sandy.....

How Do You Spell "Assume?"

His request approved, the Fox News photographer quickly used a cell phone to call the local airport to charter a flight. He was told a twin engine plane would be waiting for him at the airport.

Arriving at the airfield, he spotted a plane warming up outside a hanger. He jumped in with his bag, slammed the door shut, and shouted, 'Let's go'.

The pilot taxied out, swung the plane into the wind and took off.

Once in the air, the photographer instructed the pilot, 'Fly over the valley and make low passes so I can take pictures of the fires on the hillsides.'

'Why?' asked the pilot.

'Because I'm a photographer for Fox Cable News,' he responded. 'And I need to get some close up shots.'

The pilot was strangely silent for a moment,
finally he stammered, 'So, what you're telling me, is . .. you're NOT my flight instructor?'

Submitted by Bob Becht, Pilot, 1st ATS, '61-'65

First Anniversary Reminder

Our Hit Counter shows a nice increase in activity the last few months, now approaching 4,000. As you can see in the Archive section, we've listed 67 Posts in the 12 months since we launched this blog right after the last Dover Reunion. And you can access them all by scrolling down, or click on any given month/year and individual Post title, or in Label groups listed at the end of many related Posts (e.g. Help With Blogs). Remember, any time you see an underlined title (usually a different color), that's a Hot Link that will take you to a different site with a simple click on your cursor.

Another great resource is the Related Websites section on the lower right side of the blog. There you'll find a list of Hot Links to many (currently 17) other sites regarding 133 relevant History, AFBs, Museums, Models, etc. Probably the most interesting is Cal Taylor's Book website (Remembering an Unsung Giant) which provides a wealth of information about the original C-133 Project at Douglas Aircraft Company, Mission, Accidents, Tail Numbers, Tech Data, Units, Gallery, still more links, and a Guest Book Sign-in.

And we eagerly solicit your Comments (easy to add after any Post) and suggestions for new interest and information. Please help us keep it "alive!"

Kirby Chambliss @ Oshkosh

Have you ever seen a pilot do this with an airplane? On purpose??

Painted Beaver Tail Photos

In an earlier post last October (to see the list of names on the project crew, click on: S/N 90536 has a Beaver Tail!), we first showed photos of the installation done on 30 August. We now have photos of the completed project after the paint job. She's lookin' good!






And again, thanks to Harry Heist for these pictures, and Erich Hausner, who was responsible for getting the blueprints from Boeing so the tail could be made. He got them from the lady in charge of the library, and a retired engineer volunteer who dug them out of the archives.

World's Largest R/C Airplane

Click on the following YouTube link provided by Sandy Sandstrom. Then maybe our "AMC Museum Team" could build a 133 like that for the next reunion?

http://www.youtube.com/watch?v=KmKdA6L_MWk

		All Labels: 62009 Authors/Books of Interest Awesome Aircraft Photos/Videos Chanute Help With Blogs Log books New Photos Old Photos Reunions Secret Missions Tired Air Force typhoon Wake War Stories

Pilot Philosophy

The difference between a duck and a co-pilot?
The duck can fly.

A check ride ought to be like a skirt.
Short enough to be interesting, but long enough to cover everything.

Speed is life.
Altitude is life insurance.

It only takes two things to fly:
Airspeed, and money.

The three most dangerous things in aviation:
1. A Doctor or Dentist in a Cessna.
2. Two captains in a DC-9.
3. A flight attendant with a chipped tooth.

Aircraft Identification:
If it's ugly, it's British.
If it's weird, it's French.
If it's ugly and weird, it's Russian.

Without ammunition, the USAF would be just another very expensive flying club.

The three best things in life are a good landing, a good orgasm, and a good bowel movement.
A night carrier landing is one of the few opportunities to experience all three at the same time.

The similarity between air traffic controllers and pilots?
If a pilot screws up, the pilot dies.
If ATC screws up, the pilot dies.

It's better to break ground and head into the wind than to break wind and head into the ground.

The difference between flight attendants and jet engines is that the engines usually quit whining when they get to the gate.

New FAA motto:
'We're not happy, till you're not happy.'

If something hasn't broken on your helicopter--it's about to.

I give that landing a 9 . . on the Richter scale.

Basic Flying Rules:
1. Try to stay in the middle of the air.
2. Do not go near the edges of it.
3. The edges of the air can be recognized by the appearance of ground, buildings, sea, trees and interstellar space. It is much more difficult to fly in the edges.

Unknown landing signal officer to carrier pilot after his 6th unsuccessful landing attempt: 'You've got to land here son. This is where the food is.'

Carrier Landing

Here's some video footage of an A-6 approaching an aircraft carrier and landing. It was taken from the cockpit by the copilot. The conditions are ideal......calm sea, daylight and a stable aircraft. This for all of us who have not had the privilege - - With the volume up, you can even hear the power changes necessary to maintain precision glide slope and prepare for bolter (a.k.a. abort the landing) in the event the arrest wire is missed. Feels like you are in the aircraft. Imagine what this would be like at night in IMC (instrument meteorological conditions - a.k.a. pea soup)!

This is a very neat video. If you look very carefully, shortly before the plane touches down, you can see the "meatball" to the left; the orange light between the row of green lights that tells the pilot he's on heading and on glide slope. Imagine landing on a moving postage stamp!

Thanks to Gulfstream (and former Army) pilot, Bob Ozbolt, for text & video!

March Book of the Month

The Personal Memoirs
of
Ulysses S. Grant

by

Ulysses Simpson Grant
(1822-1885)

“Man proposes and God disposes. There are but few important events in the affairs of men brought about by their own choice” and thus begins the Personal Memoirs of U. S. Grant.

His Memoirs have been widely recognized as the best, most noble, and most stately work set down by an American public figure. He did not write to defend his actions as General or President or to attack old enemies. He wrote what he experienced, what he did, why he did it, and has left the second-guessing to historians. Grant’s Memoirs are considered the gold standard; a model much revered but seldom emulated by current political figures.

A brief profile of Grant would include him as a Mayflower descendent, a West Point Graduate, the first General of the Army of the United States, and the 18th President serving two terms. The family was American for generations in all its branches, direct and collateral. His distinguished attributes and achievements involved a great deal of personal skill and talent as both a soldier and a politician. Grant had a take-charge personality formed during his early life in Georgetown, Ohio, where he remained until leaving for West Point in May 1839.

Upon entering West Point a military life had no charm for him and he did not expect to stay in the army; and, because of poor academic preparation he did not expect to graduate. During his first year General Scott visited West Point to review the troops and Grant noted in his Memoirs, “…I believe I did have a presentment for a moment that someday I should occupy his place on review….” Getting to that place was not easy as it has not been for those who have followed.

While reading Grant’s Memoirs one is constantly struck by the honesty he conveys to the reader. He states there must be many errors of omission because the subject is so large to be treated in such a way to do justice to all the soldiers engaged. In preparing the work for the public he, ”…entered upon the task with the sincere desire to avoid injustice to any one… other than the unavoidable injustice …where special mention is due….” All agree that he wrote without prejudice or harm to friend or foe.

One of only a few known photographs of Grant with a sword.

Grant was involved in two major conflicts during his Army career, the Mexican and the Civil Wars. It is just stunning to read the detail of these engagements written from his personal memory some years after their endings. The richness is mesmerizing; it is as if you are listening to him reciting a great and epic poem from an era gone by. The stories of the men, the engagements, the terrain, the causes, the bravery, and the responsibility are all vividly addressed.

The logistics needed to fight these Wars seem over whelming given the ease of modern day transportation. It is difficult to comprehend the movement of thousands of men and thousands of horses by river or through impenetrable swamps. The feel of early America and the wilderness of its land becomes a huge part of the story. About the politics of war Grant’s view was sometimes harsh and we still experience the same seemingly traitorous actions of individuals seeking personal or political gain at the expense of national security. War always creates an opportunity for commercial and political scoundrels.

It is particularly poignant to read the account leading to the surrender of Lee to Grant at Appomattox culminating April 9th, 1865. He separates the ‘purest romance’ of the surrender from the reality of two great Armies coming to peaceful terms and thus ending one of America’s bloodiest conflicts. When the news of the surrender reached the Union Army they began a ‘salute of a hundred guns’ in honor of the victory. However, when Grant heard of this he immediately had it stopped as “…the Confederates were now our prisoners and we did not want to exult their downfall.” One day the enemy, the next brothers-in-arms; they were once again valued citizens of The United States of America.

General Grant ends his Memoirs with a short section of Conclusions that are amazingly appropriate in today’s world. His explanation of the cause that led to the War of Rebellion against the United States is pointed and concise: slavery. Grant aptly explains that the complete absence of economic and personal freedom for some and guarantees of all such freedoms for others could not co-exist in this land of such great democratic hope. Our republican institutions had been largely regarded as experiments until the breaking of the rebellion. Other countries felt they would crumble at the slightest strain of internal strife. In all instances, since the end of that conflict, others who have doubted our economic or national political strength have met defeat.

Grant goes on to conclude that the War made us a nation of great power and intelligence. There would now be little to do but to preserve peace and prosperity at home, and the respect of other nations. He opines that our experience ought to teach us the necessity of the first; our power secures the latter. Our people had proven themselves to be the most formidable in war of any nationality; and, we were now truly a union extending from ocean to ocean. Grant felt the United States was entering the eve of a new era but that his illness would prevent him from being a living witness to his prophecy. General Grant died from throat cancer at age 63 one week after completing his Memoirs.

At the time of his death Grant and his family were destitute as he had lost his assets at the hand of a crooked business associate and there were no public pensions for ex-presidents. He was living on borrowed money from friends. Little known is that Mark Twain was a major player in the publication of The Personal Memoirs of Ulysses S. Grant offering him 75% of the sales as royalties. They were an instant success selling over 300,000 copies providing over $450,000 for his widow. Again, “Man proposes and God disposes” aptly describes the shaping of the broad character of General Grant’s life and his lasting impact upon our enduring national ethos of Duty, Honor, and Country.

Many C-133 crewmembers had relatives in the Civil War and this is must reading as it is written by their General of the Army or their foe those many long years ago. Also, go to his official web site (click on: Ulysses S. Grant Homepage ) for more details.

Reviewed by Richard Spencer
39th ATS , DAFB, 1962-1965

Possible 133 for Travis Update

Cal Taylor very appropriately added the following cautionary Comment to a previous post:

A bit more info to date. The discussions of a transfer of N199AB from Anchorage to Travis are "a bit premature" Nothing is firm. The museum has permission from the wing/base commander to investigate the possibility. So, there is a long way to go before such a move comes to fruition. Still, it is a bit exciting, just thinking of the possibility.

Keep us advised, Cal. There is a lot of interest even among Dover veterans. I'll bet some would like to be there and see the last landing........or even ride along!!!!

Book of the Month Series

Sneak Preview

From your Reviewer: Rick Spencer

It has always been an interest of mine to read about those seemingly ordinary citizens from ordinary circumstances who have stepped forth upon the national stage in times of need to become fearless warriors in defense of our country. They may be civilian as well as military and many have been both. It is not uncommon for their lives to have begun the same as those of many C-133 crewmembers.

While musing through the shelves in a dusty, old time, used bookstore in Key West this winter I was reminded once again of these extraordinary citizens who gave so much to ensure our destiny and way of life. So, I thought over the coming months I would highlight those that have shown remarkable strength of character and bravery in the face of seemingly insurmountable odds. To give you an idea of my favorites I will begin with Grant, Pershing, Lincoln, Churchill, Washington, Eisenhower, Hamilton, etc., and hope that I receive some suggestions from crewmembers as well.

I believe that you will be quite surprised at the ordinary beginnings and personal accomplishments that came mostly from their strong belief in the values of Western Civilization. I also believe that you will be amazed to find that they had no idea and each would be the most surprised to find themselves thrust into a national emergency that carried the burden of the future of the country at rest upon his shoulders. Their successes suggest a lesson for the ages.

Each truly believed that the uniting of democratic values with the American people gave mankind its best hope. These men, as they risked all, became carriers of the Founders torch of individual freedom that allows us our lives, as we know it. I will attempt to adhere to the personal memoirs of each but not all have put their life to print.

COMING NEXT FOR THE MARCH BOOK OF THE MONTH:

Ulysses Simpson Grant
(1822-1885)

GE Engine for Boeing 777

Sandy Sandstrom forwarded this video demonstrating the new GE 90-115B engine with a 128" diameter fan, capable of producing over 100,000 hp. Very impressive!

Click on the Play button to activate. Suggest you turn up your sound, wait for it to load.....then run it straight through....

Travis to Get 133!

Sandy Sandstrom just advised the following:

This sounds good for Travis. They get the last flying C-133.


Hank:

According to Terry Jurand, there is much enthusiasm at Wing concerning the C-133. Terry said that if all goes well, the airplane will be flown from Alaska next July, with a stop in Seattle.

Terry has not yet talked to the Wing Operations Officer who would authorize the purchase of the fuel to get the airplane here, but I don't think that would be a problem.

Let's hope things keep moving.

John

American Flag Para Glider

Check out this YouTube video to put a shiver up your spine.

http://uk.youtube.com/watch?v=iCz3BA-oNlY

Thanks to Ed Flanders for bringing this to us!

62009

On another site, I heard that the Chanute Air Museum in Rantoul, IL (120 miles south of Chicago), is having (click on) financial problems and may have to close. That conversation dealt with an EC-121 that is there, but our concern would be (click on) C-133A 62009. It was used for years as a firefighting training device and was, I understand, pretty well stripped out. Since there are nearly no spares, there would be little chance of restoring it to any degree. Morrie Carlson has most of the spares, I suspect, and those are to keep N199AB flying. To move 62009 would be a huge task--just ask the AMC Museum. Tuna cans, anyone?

Geriatric Air Force

Back on January 17th, we reported on a disturbing article from the Air Force Association: Our Tired Air Force.

Now click on the following article from CNN, Washington: Generals Warn of "Geriatric Air Force."


Thomas P. M. Barnett, global strategist says,

"I know Maj. Gen. Paul Selva and he's a very good guy. The conversation he's trying to make happen has to occur in stages. This is the first stage: getting people aware of the force structure train wreck built into the plans right now. Simply unsustainable. Everyone inside the USAF knows this, many on the Hill do, but it's not yet a publicly acknowledged reality, so that's the first step.

Once that's realized, then the next conversation begins. General Selva is a smart man who understands the big picture well. The people around him are also trying very hard to make good things happen, but you have to tread lightly when you're sporting only two stars."

February Book of the Month

No Time for Fear: A True Story of Heroism and Victory
Author: W. B. Berry
Xlibris Corp 401 pgs Pub 2003

Being the citizen of a free country, especially America, amounts to a lifetime journey of civic responsibility and is played out in many different settings. Some examples that are immediately familiar are family, work, education, volunteering, and military duty. No Time For Fear chronicles the WWII experiences of B-25 pilot William B. Berry who ultimately became successful in all. Born February 27, 1919 in Fairmont, West Virginia, his story is that of a true American military hero who has led a remarkable life of untold bravery, great courage, and amazing strength of character.

People from West Virginia are always proud of their military heroes and there have been many throughout its history. High profile figures Chuck Yeager and Pete Everest, the first two pilots to break the sound barrier, come immediately to mind. But others, like William Berry came back to West Virginia to lead long, productive lives building a better community for their fellow citizens seemingly unfazed by their early experiences in ruthless combat.

Those of us from the FSHS Class of ’55 knew many as they were among our fathers, mothers, uncles, cousins, and neighbors. They were engaged in multiple fronts as WWII touched all of us in some way. I, for one, am always humbled when in the company of citizen soldiers like Mr. Berry who unselfishly gave so much of their life to ensure a better future for their progeny. It is a lesson for the ages.

Berry’s 145 day journey as a downed AAF pilot in the brutal northern Italian Alps began December 10, 1944. In fact, it began early in the morning before take off with a frightening premonition that he would be shot down during his mission to bomb the Brenner railroad. No time for Fear provides the reader with chilling details of survival when man is tested to his limits. One feels a part of the story as the author leads you through his daily struggles after exiting his crippled bomber to find himself in a situation so alien that few can imagine.

Lt. Berry, 25 years old, was shot down 250 miles behind enemy lines, parachuting onto a rock and snow covered mountainside while wearing only a jump suit, flight jacket, and his .45 caliber pistol. He was separated from his crew, suffering from intense cold and biting wind, without provisions, and a German Army already on the hunt for him and the other downed airmen. That truly is “no time for fear.”

After being rescued by a young Italian farm boy who led him over five mountain ranges during an all night trip in freezing winds and deep snow to a partisan encampment, Lt. Berry’s immediate desire was to return to U.S. lines through Yugoslavia. The story of failing that attempt and subsequently being invited into the Partisan and British Special Forces as a commander in his own right is simply stunning. He was then successful in molding his group of men into a most effective Partisan fighting brigade within a minimum time.

No Time for Fear recounts with authentic prose the life of Berry and his men in constant danger while carrying out acts of sabotage, espionage, and combat against an occupying German force. Intertwined are descriptions of daily activities in his Partisan encampment that needs to be fed, supplied with ammunition, and disciplined in order to remain a viable fighting force. In that regard, by the end of the War Lt. Berry was considered one of the best of all Partisan leaders. On May 12th, 1945, William B. Berry was awarded the Silver Star by the United States Army Air Corps for “…gallant devotion to duty reflecting great credit upon himself and the Armed Forces of the United States.”

The larger story in No Time for Fear is that of ordinary citizens from ordinary circumstances becoming fearless warriors in the defense of our Country. From all walks of life throughout our history such men have constantly risen to the occasion through their willing sacrifice. Berry and his cohorts from WWII are to be commended and revered for their military and civilian accomplishments. Many gave their last full measure of life in devotion to duty for the protection of all.

Lastly, William B. Berry’s compelling story is well worth reading as it has great implications for our citizenship during the present confrontation with worldwide terrorism. We are constantly made aware of the danger to our life of personal and economic freedom. The journey of that citizen warrior during WWII leaves us a better country as will the journey of those presently serving. They inspire through their courageous leadership and determination; and, our Nation is fortunate to have them.

Reviewed for FSHS Class of 1955 by
Richard L. Spencer, Ph.D.
Lt Col, USAF Ret.

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ADDENDUM
Personal profile of William Bernard Berry

Mr. Berry was the second son of Hallie and Milton Berry, Fairmont, West Virginia.. His brother, Arthur, is now deceased. The family moved to Clarksburg, West Virginia in 1921. His father died in 1931 and by the time Mr. Berry was seventeen the family had moved seven times. During his teens he was employed at White’s Drug store working evenings six days a week. After graduating from High School in 1937 he began work with the Hope Natural Gas Company in Clarksburg. Through ICS studies he became a Class A civil engineer with Hope in 1941.

During thirty-six years with Hope and the Consolidated systems he held a number of management positions. Retiring in 1975 he formed his own independent oil and gas exploration and operating company drilling more than 550 wells.

Additionally, he served on the Clarksburg City council for eight years and served as president for several local and state organizations. On May 6, 1984, he was awarded the honorary degree, Doctor of Humane Letters by Salem College and in 1985 was elected Chairman of the Board of Trustees.

Mr. Berry served with the Air Corps for three years and was assigned to the 380 Bomb Squadron. He was awarded the Silver Star, Air Medal with two Bronze Leaf Clusters, EAME, Theatre Ribbon with three Bronze Stars, American Theatre Ribbon, WWII Victory Ribbon, and two Overseas Bars. He was discharged with the rank of Major.

Mr. and Mrs. Berry now spend their retirement between West Virginia and Florida.

There can be no argument but that William B. Berry’s life revolved about the highest level of civic responsibility to include family, work, education, volunteering, and military duty. He was successful in all.

"Combat Citizenship"

For a couple of years, I have been promoting the concept that non-US citizens serving in combat as members of the armed forces should have expedited opportunity to become citizens. Recently, I wrote on the topic to the president, CJCS, all service CoS and secretaries and AUSA, AFA and Navy League.

Responses from the CNO and SAF/PAC gave the welcome information that such procedures already exist. SAF/PAC sent a copy of pages from the website of the U.S. Citizenship and Immigration Services. They detail the expedited procedures under which a member of the military can become a citizen, even (and especially) in the AOR and also after leaving the service.

I encourage anyone who knows people in this situation to check the USCIS website at http://www.uscis.gov/. Go to Services and Benefits and look for the title Naturalization Information for Military Personnel. There are two pages that could be printed and sent to those who would benefit.

Don Coyle gone west

Don Coyle passed away at about 0545, 2 Feb 2008, in Turtle Creek, PA. His daughter , Colleen, passed on the information. He had been suffering from cancer for some time. His passing was quiet, though, after an evening of good conversation. Don served at Dover from 1958 to 1962. He became a standardization pilot and chief of the simulator. Among his experiences were a 1958 flight through a West Texas hail storm that nearly totaled 62009 and nearly 100 engine restarts between Goose and Prestwick, when water trapped in the fuel iced up the injectors.

I will be happy to pass on any messages to the family. Just send them to firstfleet@aol.com and I'll bounce them to Colleen.