Graywolf88

OK, maybe I have found something. There was a couple of videos made while I was there and some of the 776 TAS was in them. That is probably where I saw the video. I found a link to one of them online, but the link doesn't work. The only place I can find anything about it is one of the videos is archived by Texas Tech. It is not available online. Not sure how you can get to it. Might only be available for viewing there. I copied the info and have a link. The name of the video was "Anything, Any Time, Any Where". There is some clips from the video floating around too.

Item Number

998VI0618

Record Number

67742

Title

C-130 Hercules, Vietnam Operations

Language

English

# of Media

1

Creation Date

Undated

Collection

Vietnam Archive Collection

Media Type

Moving Image (VHS)

Length

60:00 min/sec

Copyright Statement

Traditions Military Videos

Publisher

Traditions Military Videos

Physical Location

CS63.3

Online Status

Item Not Available Online

Description

C-130 Hercules: Anything, Anytime, Anywhere. This video contains three films produced in the 1960s about the C-130. The first film is an overview on the aircraft, described as the most "powerful, versatile and widely used" plane of the day. You'll see clips of the early versions of the plane, beginning with the A model built in 1956 through the camouflaged E model used during the Vietnam War. There are close-ups of the plane cockpit instruments, the passenger area. You'll see the C-130 land on ice and on carriers. The second film is a walk-through of the C-130. It's various sections and equipment (inside and outside the plane) are featured. There are plenty of close-ups and good detailed information. The third film features the 463rd Tactical Airlift Wing operating in Vietnam. You'll follow a unit on some of its missions and witness the logistics of dropping a 15,000 pound bomb in the jungle for the purpose of clearing the land for a runway. You'll also hear crewmen talk about the C-130 and from military passengers, who hopped around Southeast Asia aboard the versatile aircraft. This video also contains a short five-minute segment on the important role the C-130 played during the Siege at Khe Sanh, with film clips of the aircraft supplying the Marines through various types of air-drops. You'll see the aircraft delivering 200-300 tons of supplies a day, dropping bombs around the Marines perimeter to keep the NVA from massing and taking fire by enemy motars.

Citation

C-130 Hercules, Vietnam Operations, Undated, Vietnam Archive Collection, The Vietnam Center and Archive, Texas Tech University. Accessed 21 Jan. 2015. <http://www.vietnam.ttu.edu/virtualarchive/items.php?item=998VI0618>.

Pub. Credit Line

998VI0618, Vietnam Archive Collection, The Vietnam Center and Archive, Texas Tech University

Added: 24 Feb 2002[updated: 27 Nov 2013]

___________________________________________________________________________________

If the landing video is not in that one there was another video named "The Way It Is". The introduction was by John Wayne. The landing video might be in it.

Both of them could possibly be online somewhere, but I have not been able to find them.

Appreciate that but I just can't seem to find it. I've looked at my map as well and just not sure. There has got to be a video out there somewhere! The reason I'm looking for the field and then maybe a video is for a crew resource management course. Thanks, Clod

You are right about the video. I have seen it, but can't find it either. I searched U-Tube and came up with nothing on that. Not sure where I saw the video, but I have seen one of a bird disappearing behind the hump and then coming over it.

These two web pages might help you.

http://www.uscg.mil/hq/cg7/cg711/c130h.asp

http://www.joebaugher.com/coastguardseries.html

The second one says it was updated 29 Dec, 2014

That describes about half of the dirt fields in the hill country.

I do have the RVN big chart with all the fields marked on it from the early 70s if you remember what it was close to or about where it was in country. My Nav gave it to me as a DEROS party gift.

I don't know if it will help or not, but I have this;

How to Understand US Military Aircraft Designations

United States military aircraft are all given specific designations by the Department of Defense known as MDS designations (Mission Design Series) that identify their design and purpose. This joint designation system was introduced by the Department of Defense in 1962, replacing the separate systems of the US Air Force, US Navy, US Marine Corps, US Army, and US Coast Guard. This article will explain what those designations mean and how to read them.

* 1. Understand what the MDS designation tells you about the vehicle. The system consists of six different designations which identify:

*** 1. The type of aircraft

*** 2. The basic mission of the aircraft

** 3. The modified mission of the aircraft

*** 4. The design number

*** 5. The series letter

*** 6. The status prefix

* 2. Become familiar with the format. The order in which this designation is presented is actually (6) (3) (2) (1) - (4) (5).

* 3. Read from the hyphen out to the left. Then read everything after the hyphen, to the right.

* 4. Check the type of aircraft. If it is anything other than an airplane (e.g. heavier than air, atmospheric craft) you will see one of the following symbols immediately to the left of the hyphen. Otherwise, skip to the next step.

*** a. D - UAS (Unmanned Aerial System) Control Segment; these are not the actual UAVs, but rather the manned aircraft controlling and, "D," for directing them)

*** b. G - Glider (including motorgliders used for unpowered flight; fixed wing; use air currents for normal lift; may have an engine)

*** c. H - Helicopter (any rotary wing aircraft)

*** d. Q - UAS (Unmanned Aerial System, this is the actual vehicle)

*** e. S - Spaceplane (can operate both within and outside the atmosphere; see Tips below)

*** f. V - VTOL/STOL (Vertical TakeOff and Landing / or, Short distance

TakeOff and Landing)

*** g. Z - Lighter than air (e.g. weather balloons, spy balloons, think of the old Zeppelins to remember the "Z" designator)

* 5. Determine the basic mission. The letter immediately to the left of the dash (when a type designation is not present) indicates the basic mission purpose of that aircraft. Occasionally, the basic mission designation is left out if the type and the modified mission (see next step) are included (e.g. MQ-9A).

*** a. A - Ground Attack ("A" is from Attack)

*** b. B – Bomber

*** c. C - Transport ("C" from Cargo mover)

*** d. E - Special Electronic Installation ("E" stands for the addition of extensive Electronic equipment)***

e. F - Fighter

*** f. H - Search and Rescue (Think of the "H" as in Hospital, flying Hospital ships, and also the common destination for those who are rescued)

*** g. K - Tanker (think of the "K" in tanKer or Kerosene, it carries and transfers aviation fuel--frequently a kerosene blend--in flight to other aircraft)

*** h. L - Laser-equipped (Laser weaponry against air and ground targets; a new designation)

*** i. O - Observation (Observation of enemy or potential enemy positions)

*** j. P - "P" for Patrol, maritime (as in over the ocean)

***** a. NOTE: Prior to 1962's "modernized" designations, "P" was commonly used for WWI, WWII and Korean War "Pursuit" planes, the first fighter/interceptors

*** k. R - Reconnaissance (air reconnaissance of enemy forces, territory, and facilities)

*** l. S - Anti-Submarine ("S" from enemy Submarines' search, locate, and attack; see Tips below)

*** m. T – Trainer

*** n. U - Utility (base support aircraft)

*** o. X - Special Research ("X" from eXperimental design and developmental pure research programs, with no operational mission intended or feasible)

* 6. Find the modified mission. The letter left of the basic mission designation indicates that a particular aircraft has been optionally modified for a mission different than its original design purpose. There should only be one letter for the modified mission designation, but there are a few exceptions (e.g. EKA-3B). these symbols are similar to the basic mission symbols, but contain a few extra descriptors.

*** a. A - Ground Attack

*** b. C - Transport (Cargo)

*** c. D - Drone Detector (modified to control unmanned aerial vehicles such as drones)

*** d. E - Special Electronic Installation (addition of extensive

electronic equipment)

*** e. F - Fighter (air combat)

*** f. K - Tanker (carries and transfers aviation fuel in flight to other aircraft)

*** g. L - Cold Weather Operations (Arctic or Antarctic environments)

*** h. M - Multi-mission (catch-all category)

*** i. O - Observation (observation of enemy or potential enemy positions)

*** j. P - Maritime Patrol

*** k. Q - UAV or drone

*** l. R - Reconnaissance (Reconnaissance by air of enemy forces,

territory, and facilities)

*** m. S - Anti-Submarine (search for, locate, and attack enemy submarines)

*** n. T – Trainer

*** o. U - Utility (base support aircraft)

*** p. V - VIP/Presidential Staff Transport (comfortable accommodations)

*** q. W - Weather Reconnaissance (weather monitoring and air sampling)

* 7. See if there is a status prefix. If this symbol is present, it will be all the way to the left, and it is only needed if an aircraft is not in normal operational service.

*** a. C - Captive. Rockets and missiles that are incapable of launch.

*** b. D - Dummy. Non-flying rockets and missiles, usually for ground training.

*** c. G - Permanently Grounded. Usually for ground training of crews and support. Rare.

*** d. J - Special Testing, Temporary. Aircraft with equipment temporarily installed for testing.

*** e. N - Special Testing, Permanent. Aircraft with equipment installed for testing and that cannot be returned to original configuration.

*** f. X - Experimental. Aircraft not yet finalized or accepted for

service.

*** g. Y - Prototype. Think of the "Y" in prototYpe, this is a final

aircraft creation which is intended for mass production.

*** h. Z - Planning phase. In the planning/pre-development phase. Not for actual aircraft.

* 8. Look for the design number to the right of the hyphen. The first number after the hyphen is an aircraft designation. The rule, although often violated, is that normal aircraft are to be designated in a strict numerical series according to their basic mission. The easiest examples are found in the Fighter class of US airplanes: F-14, then the F-15, F-16 and so on. But, there are exceptions. For example, the X-35, which was a research plane, was later redesignated the F-35 when it became fighter capable, even though the next number in the Fighter sequence was F-24.

* 9. Review the series letter. A suffix letter designates variants of a basic aircraft, with the first model being "A" and subsequent series letters being assigned the next letters of the alphabet (skipping "I" and "O" to avoid confusion with the numbers "1" and "0"). As with other symbols, there are exceptions with out-of-sequence suffixes (e.g. to designate a specific customer, like the "N" in F-16N designated "Navy").

* 10. Make note of any additional elements. There are three additional symbols which you may encounter, and which are optional. E.g. F-15E-51-MC Eagle, EA-6B-40-GR Prowler

*** a. Assigned popular name. "Eagle" and "Prowler" in the examples given.

*** b. Block number. Distinguishes between minor sub-variants of a specific aircraft variant. "51" and "40" in the examples above. Sometimes the hyphen before the block number is replaced by the word "block" (e.g. B-2A Block 30).

*** c. Manufacturer code letters. Identifies manufacturing plant.

* 11. Some confusion can arise from the fact that both the type and the basic mission designators have "S" symbols. Interestingly, the "S" designation S-for-Spaceplane has been used only once in designating the SR-71 as a Spaceplane Reconnaissance aircraft, actually named the RS-71, correctly, at first. When President Lyndon Johnson made reference to the incredible fastest jet plane ever, he made a verbal slip. As part of a nationally televised speech, he transposed the "R" and "S" letters, and his designation stood. Designers and military personnel then adjusted the abbreviations. The reconnaissance plane that flew at the edge of outer space, "RS," became instead, the spaceplane that performed reconnaissance,

"SR."

* A. the only two S-for-Antisubmarine designations are the S-2 and S-3. In the particular case of the SR-71, as just described above, the "S" designation is used as a MODIFIED mission indicator.

* B. Most of the symbols used have a corresponding letter in their

description to help remember them all. (A - Ground Attack; P - maritime Patrol). Try to remember these and this process becomes much easier.

* C. As with any system or set of rules, there are exceptions to these designations.

*D. This in no way constitutes a complete or wholly accurate account of United States Military Aircraft designations.

* E. An aircraft with dual, basic roles may sometimes use a '/' designator between roles, such as the F/A-18E (Fighter/Attack aircraft).

Toward the bottom of this Del ANG history page there is a lot of history of the disposition and current locations of the retired aircraft. You may find some of the tail numbers you are looking for there. It lists some that were put on display and some that are being used as static trainers.

http://www.militaryheritage.org/DANGTailNos.html

Merry Xmas to all... We Are spending the holiday at the famcamp on Ft Benning..

There is a C130 airframe setting at the west side of Lawson AFF.. I cant get to for pics or number.. Looks to be used for training... Ramp in place..

Anybody anything about it?

Happy New Year.... Jack

56-0497 Static trainer.

On E models most of us took the truck ramps out of the door and tied them somewhere else for drops. Doesn't matter what the weight restriction was, some of the doors wouldn't lock up and any weight out of them helped. The truck ramps were usually tied up close to 245 so they would be ahead of the drop load. If the door wouldn't lock up the drop had to be aborted.

I don't ever remember the ramp and door being closed from up front. After a drop the Loadmaster would close the ramp and door from the hydraulic panel behind the troop door. Had to retrieve the static lines and make sure no straps or anything was in the door before you closed it. They can't do that from up front. The door wouldn't un-latch from the open position unless you put up pressure on it.

Merry Christmas! I have been in a lot worse places on Christmas. Still got the ditty bag the socks and hard candy were in that the USO girl handed us. Landed at Ton Sun Nhut after all night mission early on Christmas morning just as the sun was coming up. Felt tired and didn't have any Christmas spirit at all. A round eye USO girl was waiting behind the plane and gave the whole crew little ditty bags with different things in them. Made it feel more like Christmas. She was riding with a Follow Me and giving Christmas ditty bags to all the crews coming in. I still donate to the USO. They bring just a little bit of home to places that would make Hell seem nice.

We didn't have all this instant world wide communication back in 1970, but if any of you reading this, are in foreign lands and especially if you are in combat zone....... know that we are thinking about you. Merry Christmas!

It's the Santabou!

Eglin AFB, Florida - Air Force Armament Museum

I took pics ...... 53-3129

Took the pics around November of 2008.

Super good question!!

I seem to remember sleeping in and/or under the plane. Never slept on top. This would be in places like P.I. (Clark or MacTan), or Okinawa. In country it seemed a bit dangerous to sleep any where near a "mortar magnet", however, if I was tired enough I would doze off in the left seat while waiting for parts etc. As jconner says, wheels up, eyes shut. Don't remember having any trouble sleeping while in flight. Got the AC really mad at me shortly after take off from MacTan, I fell asleep on the bunk almost immediately and the plane flew into a flock of sea gulls, aborted the flight, I woke up and asked why we were turning back, and the AC, told me that if I had been doing my job I'd know what happened!!!!! I didn't do that any more.......

Speaking of flying into a flock of sea gulls...... we had to make several passes over some of the islands in the Pacific before we landed. Lot of the small islands were Navy and the gooney birds would nest all over the air fields. When we got close enough to come in about a dozen Navy guys would run out on the landing strip and carry the birds off to the sides. Them birds were not afraid of anything. They would sit right where they were and peck hell out of anybody that came close to them. There was no way to drive them from the runway. The gooneys would decide to sit right in the middle of a path and you just had to walk around them. Everybody knew if you kicked one you would be up for an article 15. They were protected ........ and they knew it too!

I will tell you why I didn't sleep on it, in it, or under it. Because it is full of fuel. Better to sleep in a damp, cold bunker than on a bomb waiting to go off if the rockets start coming in. Have slept on the seats or the stretchers not in combat zone. Nets on a pallet of something soft sleep pretty good too. Deadheading back and forth I slept when we was over the pond. Not gonna sleep close to one on the ground in country.

Thanks, Graywolf..Records ordered and waiting to see what they hold. I am going to involve Steve Womack, my US Representative. There are so many of us that were stationed in Okanowa, Taiwon or Clark AFB that are all going through this same process. Maybe he can help with a shortcut in getting us our Vietnam recognition. His sister worked for me for 15 years.

Yeah, good idea to get the Representative involved. Had to do that too. They assigned a constituent representative to help get the paperwork through. They know who to talk to to expedite the paperwork. Still takes a long time.

Never had to document anything on the glasses. Been getting eye exams and got free reading glasses when I needed them from the VA. Just had eyes checked again. The glasses the VA gives out are not the safe sex glasses from basic and you get a few choices for frames here. They asked me if I wanted hearing aid, but I didn't want it. Told them there was not enough that anybody said to me which was important enough I wanted to hear it.

Don't see where engine running off loads would have anything to do with it. Backing or engines starts would put you in as close proximity outside as engine running off loads. Vietnam was also not the only place where engine running off loads were done. Several thousand hours flying time wouldn't improve your hearing much even if you never stepped off the ramp with engines running.

Missing a lot of dialog with girlfriends can be a blessing in disguise.

I was in the 79th ARRS on Guam 69 to 70. Avionics shop. No C130 crashes.

It happened in 72.

Thanks for the quick response. This aircraft accident had a major investigation. How can I find accident reports. We were hauling Cambodians from training in Nah Trang to Bien Hoa where the tire explosion and fire happened. We were moving them from Phnom Penn to Nah trang then on to catch boats on the Mekong back to Cambodia..

Best thing you can use is probably the travel vouchers. They should have most of them in your records in St. Louis. Find a Veteran Service Officer and file a request for copies of anything that will support your claims. Your local VFW or American Legion post might have somebody to help you get the paperwork done. A VFW post Veteran Service Office helped my son get his claims through. It is always a lengthy process when you are dealing with government paperwork, so don't put off getting started on it.

St. Louis also had some of my Airman Performance Reports that had numbers of combat hours and numbers of combat sorties in the comments section on the back. There was several mentions of missions in country and landings in country in the comments section. The APRs are signed by your evaluating officer.

More old news clippings added to the 834th old newspapers web page. If you was at CCK or Det1 Ton Sun Nhut you might be in the old news clippings.

Digital history on the web from old, faded newspaper clippings of 40 years ago.

http://www.tanwater.com/834/dex2.html#line3

Maybe the pictures will help, but the VA is not going to take them. Maybe some VA locations are different, but the VA here would only consider it if you had a VEM or a Vietnam Cross on your DD-214. They wouldn't even look at any of the supporting paperwork. They didn't want to see travel vouchers or anything else. You have to go through the Air Force records review and get a DD-215 which is a modification of the DD-214 before the VA is happy. When you request old records that were stored on paper and have to be scanned in for digital records St. Louis is not real helpful or fast.

Yep #2, CCK 1970-73, Loadmaster 776 TAS.

I seem to have lost the thread where we had more old newspaper clippings of the crashes posted.

Anyway they were saved and the webpage has been updated with 2 more clippings and the crew losses for those crashes. These 2 news clippings are from 1969.

http://www.tanwater.com/834/dex2.html#line4

Latest updates include;

Go to 834th webpage for the full size clippings and the crash reports.

I still have a lot more information to update and some more pictures to post. It is a work in progress. Please be patient if you sent me pictures or documents and they have not yet been posted.

Jim

Got a picture of my class of LM school at Sheppard in front of the C-130 that belonged to the school. First one I ever saw, but not the last. It was big, silver, and I was impressed. After several months of assault landings and drop training on the C-130 I was really impressed. There is nothing in the inventory to replace them yet! My old ass is still around because of their dependability and the great expertise of the ones who lived in front of bulkhead 245.

I got a large, side view from Amazon.com. Looks like this;

Cafe Press has some smaller decals.

I don't know about the FE stopping the pilot from doing something stupid, but I had just turned 20 years old when I got to CCK and my FE was several years older and a lot wiser than I was. He stopped the Loadmaster from from doing a lot of stupid stuff, but it was usually down town in the bars.

You ain't going to believe this but, in the mid 80's some rocket scientist at Rhien Main thought we needed a reminder to not walk through the prop arc, particularly between inboard engines and fuselage. The solution, a bungee chord strung from the bottom blade tip of the outboard props (when tee'd) under the bellyof the aircraft, decorated with a dozen or so remove before flight streamers. It was a pain in the axx and the but of many jokes from visiting crews. I don't know when they stopped using them but I left in 86 and the were in use then.

It could have possibly happened, but you would think that if it had we would have heard the story as with the other old stories of stupid things people did...... I have never heard of a Loadmaster or Crew Chief walking into a turning prop on engine start. I did hundreds, maybe thousands of engine starts and was always very aware that the spinning blades would take my damn head off if I walked through them.