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Aircraft Serial Numbers, Delaware Air National Guard
This listing is incomplete, but thanks to Ed Blackburn for researching this data, and making it his
mission.
For the first three months of the 142nd Fighter Squadron and its supporting Utility Flight training was
completely in ground school, familiarization, record keeping, and maintenance. Lt. Col. Wallace
Cameron, squadron commander was credited with the first flight in the AT-6 Texan on November 14,
1946 On December 13, 1946, two L-5Gs and a second AT-6 training aircraft were received to assist in the
training of new pilots. "After it (L-5G) came in, I was one of the only ones if not the only one, who had
ever flown anything like it. So Billy Livergood and I took it up and flew it around", said Clarence E.
Atkinson. Unfortunately, we do not have serial numbers for the L-5s.
This listing is incomplete, but thanks to Ed Blackburn for researching this data, and making it his
mission.
For the first three months of the 142nd Fighter Squadron and its supporting Utility Flight training was
completely in ground school, familiarization, record keeping, and maintenance. Lt. Col. Wallace
Cameron, squadron commander was credited with the first flight in the AT-6 Texan on November 14,
1946 On December 13, 1946, two L-5Gs and a second AT-6 training aircraft were received to assist in the
training of new pilots. "After it (L-5G) came in, I was one of the only ones if not the only one, who had
ever flown anything like it. So Billy Livergood and I took it up and flew it around", said Clarence E.
Atkinson. Unfortunately, we do not have serial numbers for the L-5s.
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The first of twelve F-86A Sabrejets (Ser. no. 49-1117) arrived at New Castle on March 12, 1954 flown by
Maj. John A. McKay from Warner Robins AFB Georgia. It became the "Cindy Lind 6th" assigned to
Major David McCallister, 142nd Squadron Commander. He switched mounts to serial number 49-1142,
which became the second "CindyLind 6th" about a month later, on its arrival. This aircraft was credited
with two MIG kills during the Korean War.
In September 1954 the unit received a new remanufactured C-45H Twin Beechcraft Ser. No. 52-10871
aircraft to carry the governor and other dignitaries on state missions as an executive aircraft, as well as a
trainer for instrument and multi-engine proficiency. Flown to the "Boneyard" on 28 June 1960 by
Spruance, Staulcup and McGovern. Transferred to the Military Assistance Program in Jan. 1961.
Maj. John A. McKay from Warner Robins AFB Georgia. It became the "Cindy Lind 6th" assigned to
Major David McCallister, 142nd Squadron Commander. He switched mounts to serial number 49-1142,
which became the second "CindyLind 6th" about a month later, on its arrival. This aircraft was credited
with two MIG kills during the Korean War.
In September 1954 the unit received a new remanufactured C-45H Twin Beechcraft Ser. No. 52-10871
aircraft to carry the governor and other dignitaries on state missions as an executive aircraft, as well as a
trainer for instrument and multi-engine proficiency. Flown to the "Boneyard" on 28 June 1960 by
Spruance, Staulcup and McGovern. Transferred to the Military Assistance Program in Jan. 1961.
The mission aircraft, F-47N Thunderbolts were reported on January 7, 1947 to arrive within two to three
weeks. The first three would be flown from Hill Field in Ogden Utah. They were followed by a further 14
fighter aircraft, reported on January 9 to arrive within a week or ten days also from Hill field, and one
C-47A transport on January 18. The first two F-47Ns actually arrived on Saturday February 1. They
were practically brand new with only 25 hours on the aircraft. The P-47N was designed for use over the
vast expanses of the Pacific Ocean and was the largest single place fighter ever used by the Army Air
Force.
weeks. The first three would be flown from Hill Field in Ogden Utah. They were followed by a further 14
fighter aircraft, reported on January 9 to arrive within a week or ten days also from Hill field, and one
C-47A transport on January 18. The first two F-47Ns actually arrived on Saturday February 1. They
were practically brand new with only 25 hours on the aircraft. The P-47N was designed for use over the
vast expanses of the Pacific Ocean and was the largest single place fighter ever used by the Army Air
Force.
Primarily a fighter-bomber squadron, the unit also acquired the first of four B-26 Invader Attack
Bombers (formerly A-26) on March 5, 1947, from Warner-Robins Field in Dalton Georgia. The Invaders
were mostly used for target towing. 1947 brought the addition of several more airplanes including
another C-47. The total complement was four B-26s, two L-5s, two AT-6s, two C-47s and 25 F-47 aircraft
when the squadron was up to full strength on June 1, 1947.
Bombers (formerly A-26) on March 5, 1947, from Warner-Robins Field in Dalton Georgia. The Invaders
were mostly used for target towing. 1947 brought the addition of several more airplanes including
another C-47. The total complement was four B-26s, two L-5s, two AT-6s, two C-47s and 25 F-47 aircraft
when the squadron was up to full strength on June 1, 1947.
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Just one year prior to being mobilized for 21 months of Korean War service, the Delaware ANG
received their first jets; F-84C's in February 1950, ferried in from Otis AFB Massachusetts. At the time,
it was one of the very first ANG units to "go jet". With the single exception of Major David McCallister,
none of the pilots in the unit had ever flown a jet. Two squadron pilots, Captain Frank H. Stern and
James R. Shotwell were away at Williams AFB learning to master the F-80 Shooting Star but had not
yet returned from school. Lt. Howard "Bus" Schuckler recalls being planted in the seat, told how to
'light the burner" and then took off for a solo as his first training session in the new jet.
received their first jets; F-84C's in February 1950, ferried in from Otis AFB Massachusetts. At the time,
it was one of the very first ANG units to "go jet". With the single exception of Major David McCallister,
none of the pilots in the unit had ever flown a jet. Two squadron pilots, Captain Frank H. Stern and
James R. Shotwell were away at Williams AFB learning to master the F-80 Shooting Star but had not
yet returned from school. Lt. Howard "Bus" Schuckler recalls being planted in the seat, told how to
'light the burner" and then took off for a solo as his first training session in the new jet.
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On December 1, 1952 the unit was re-designated the 142nd Fighter Bomber Squadron, and reverted to
propeller-driven aircraft, the F-51H "Mustang" supplemented by a few T-6 trainers.
propeller-driven aircraft, the F-51H "Mustang" supplemented by a few T-6 trainers.
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The 142nd upgraded from North American F-86A to F-86E model Sabrejets in early 1956.
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The most short-lived aircraft were the unit's F-86F models which were only in use for about six months
before being replaced by F-86Hs.
before being replaced by F-86Hs.
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The F-86A, E, and F were evolutionary improvements on the original design of the Sabre. The F-86H
"Sabre Hog" was a radical re-design with more power, a clamshell canopy, 20mm cannons, and a deeper
fuselage. The Delaware Air Guard flew this model far longer than any of the previous Sabres.
"Sabre Hog" was a radical re-design with more power, a clamshell canopy, 20mm cannons, and a deeper
fuselage. The Delaware Air Guard flew this model far longer than any of the previous Sabres.
On April 7, 1962 the Delaware Air National Guard enlarged to "group status" as the 166th Air Transport
Group and was reassigned from the Tactical Air Command to the Military Air Transport Service. The
Delaware Air National Guard gave up its F-86 jets for the four-engine C-97 Boeing "Stratofreighter," a
long-distance strategic airlift plane. The following data was assembled by Ed Blackburn and Dave Speer.
Group and was reassigned from the Tactical Air Command to the Military Air Transport Service. The
Delaware Air National Guard gave up its F-86 jets for the four-engine C-97 Boeing "Stratofreighter," a
long-distance strategic airlift plane. The following data was assembled by Ed Blackburn and Dave Speer.
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As the Vietnam war wound down Delaware got the benefit of an aircraft the war had helped to make
famous, as a “Jack of all trades” airlifter. On May 12, 1971 the Delaware ANG changed its name from the
166th Military Airlift Group to the 166th Tactical Airlift Group and replaced its C-97s with the legendary
C-130A "Hercules" prop-jet cargo plane, and began the transition from the Military Airlift Command to
the Tactical Airlift Command. The mission changed from Strategic worldwide airlift to Tactical Airlift,
supporting troops on the ground. Special thanks to Ray Holder, Ed Blackburn and Tom Lauppe for
providing details below:
famous, as a “Jack of all trades” airlifter. On May 12, 1971 the Delaware ANG changed its name from the
166th Military Airlift Group to the 166th Tactical Airlift Group and replaced its C-97s with the legendary
C-130A "Hercules" prop-jet cargo plane, and began the transition from the Military Airlift Command to
the Tactical Airlift Command. The mission changed from Strategic worldwide airlift to Tactical Airlift,
supporting troops on the ground. Special thanks to Ray Holder, Ed Blackburn and Tom Lauppe for
providing details below:
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Delaware Air National Guard Aircraft 1946- Present
Stinson L-5 Sentinel 1946-1950
North American AT-6 Texan 1946-1956
Republic F-47N Thunderbolt 1947-1950
Douglas B-26 Invader 1947-1950
Douglas C-47 Skytrain 1947-1960
Republic F-84C Thunderjet 1950-1951
Lockheed F-94B Starfire 1951-1952
North American F-51H Mustang 1952-1954
Beechcraft C-45 Expeditor 1954-1960
Lockheed T-33 Shooting Star 1954-1962
North American F-86A Sabrejet 1954-1956
North American F-86E Sabrejet 1956-1957
North American F-86F Sabrejet 1957
North American F-86H Sabrejet 1957-1962
Boeing C-97G Stratofreighter 1962-1971
Lockheed C-130A Hercules 1971-1985
Lockheed C-130H Hercules 1985-present
Stinson L-5 Sentinel 1946-1950
North American AT-6 Texan 1946-1956
Republic F-47N Thunderbolt 1947-1950
Douglas B-26 Invader 1947-1950
Douglas C-47 Skytrain 1947-1960
Republic F-84C Thunderjet 1950-1951
Lockheed F-94B Starfire 1951-1952
North American F-51H Mustang 1952-1954
Beechcraft C-45 Expeditor 1954-1960
Lockheed T-33 Shooting Star 1954-1962
North American F-86A Sabrejet 1954-1956
North American F-86E Sabrejet 1956-1957
North American F-86F Sabrejet 1957
North American F-86H Sabrejet 1957-1962
Boeing C-97G Stratofreighter 1962-1971
Lockheed C-130A Hercules 1971-1985
Lockheed C-130H Hercules 1985-present
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Info on some of the C130A models that were in the Delaware ANG 1971 through 1985
From: http://www.utdallas.edu/library/collections/speccoll/Leeker/c130.pdf
(Air America aircraft)
THIS INFO WAS CURRENT AS OF 23 AUG 2010 PER THE WEBPAGE, (Thanks to Tom Lauppe for
passing this along.)
Air America’s “Project” C-130s used for military cargo flown into Laos 1965-71:
Lockheed C-130A 57000471 3178 mid-65? ex 483rd TCW, Naha
Service history: to the 21st TCS, Naha, on 25 June 60 as 57-471; transferred to the control of the 4440th
Aircraft Delivery Group, Langley AFB, Virginia, on 30 October 60, possibly for modifications; returned to
the 21st TCS, Naha, on 22 January 61; probably to E-Flight in November 61; transferred to a special
service within the 21st TCS, Naha, on 31 July 62; transferred to 315th AD Headquarters, Naha, on 31
October 62; current on 1 July 64; still used by the 21st TCS; between 1961 and 1965, all maintenance had
been done at Naha, but on 15 February 65, the ship was transferred to the USAF’s Facility Checking
Squadron, St. Petersburg, FL, from where it returned to 315th AD Headquarters, Naha, on 24 May 65;
believed to have been flown with Air America since the second half of 1965 until early 1966;18
transferred to the 51st Fighter Interceptor Wing, Naha, for maintenance on 10 February 66; returned to
the 315th AD, Headquarters, Naha, on 16 March 66; transferred to the USAF’s Facility Checking
Squadron, St. Petersburg, FL, on 21 June 66 for WK-maintenance; returned on 16 August 66 and
transferred to the 374th TCW, Naha, the same day; in the beginning of 1967, the ship commuted
frequently between Naha and Cam Ranh Bay; but since 19 April 67, it remained at Naha; between 17 and
28 July 67, the ship was transferred to the 51st Fighter Interceptor Wing, Naha, for maintenance; the
Wing became the 374th TAW, Naha, on 31 December 67; sent to Lockheed Martin Aircraft Center,
Greenville, SC, for overhaul on 2 December 68; became 57000471 in 68 (?); delivered back to the 374th
TAW, Naha, from Lockheed Martin Aircraft Center, Greenville, SC, on 17 March 69, back in service (CA)
with them on 28 March 69; transferred to the 51st Fighter Interceptor Wing, Naha, between 15 and 28
November 69 for maintenance; returned from F2-service, that is probably from Air America, on 13
January 70 (70013), on 28 February 70 (70059), and on 8 June 70 (70159); transferred to the 51st Fighter
Interceptor Wing, Naha, between 7 and 19 October 70 (70280-92) for VK-maintenance.
Fate: departed to the 142nd TAS, Greater Wilmington Airport, DE, on 5 April 71 (71095, that is much
later than the other 374th TAW C-130As); used at Sheppard AFB as maintenance ground trainer in
October 89 and still in September 96.
Lockheed C-130A 56000523 3131 11 April 70 ex 374th TAW, Naha
Service history: transferred to the 374th TCW in August 66; in 1969, 56000523 was still one of the regular
374th TAW aircraft, rotating between Naha and Tan Son Nhut until 2 January 70; on 18 January 70, it
was delivered to Hayes Aircraft Industries, Birmingham, AL, for maintenance; WK-maintenance was
done by Hayes between 24 January and 2 April 70; on 2 April 70, it was redelivered to the 374th TAW,
Naha, reentering CA-service on 11 April 70; transferred to E-Flight/21st TAS/374th TAW, Naha,23
probably on 11 April 70, as a replacement aircraft for the ill-fated 56000510, which had crashed with Air
America on 10 April 70; local maintenance was done by WRAAR, Naha, between 21 and 22 July 70; to F-2
service, that is probably bailed to Air America, on 22 July 70 (70203).
Fate: transferred to the 142nd TAS, Greater Wilmington Airport, DE, on 19 April 71 (71109, that is much
later than the other 374th TAW C-130As); in 1972, it flew with the 96th TAS, Minneapolis; transferred to
AMARC, Davis-Monthan AFB, Tucson, AZ, in March 90 as CF082; still there in October 97.
Lockheed C-130A 56000542 3150 6 July 69 ex 374th TAW, Naha
Service history: in the first half of 1969, 56000542 was still one of the regular 374th TAW aircraft,
rotating between Naha, Tan Son Nhut, and Cam Ranh Bay until 6 July 69; on 6 July 69 (69187), it
entered CA-service from Naha, rotating no longer; so, most probably, it went to E-Flight/21st TAS/374th
TAW, Naha,22 on 6 July 69; on 22 December 69, 56000542 entered VK-service (maintenance) from Naha,
probably with the 51st Fighter Interceptor Wing, Naha, to whom it was officially transferred between
1 and 8 January 70; on 8 January 70, it probably returned to E-Flight/21st TAS/374th TAW, Naha, until 6
May 70 (70126); during this time, it was probably 604 with Air America, used on the refugee airlifts; on 6
May 70, it was delivered to Hayes Aircraft Industries, Birmingham, AL, for IRAN; redelivered to 21st
TAS/374th TAW, Naha, on 22 November 70 (70326), where it entered service on 9 December 70
(70343).
Fate: transferred to the 142nd TAS, Greater Wilmington Airport, DE, on 11 February 71 (71042); given to
the South Vietnamese Air Force in November 72; written off in April 75
Lockheed C-130A 56000551 3159 27 May 70 ex 374th TAW, Naha
Service history: In 1967 with 40th TCS/317th TCW, Lockbourne; to 35th TAS/374th TAW, Naha, on 9
June 68 (68160); rotated between Naha and Cam Ranh Bay until 29 October 68 (68302); transferred to the
51st Fighter Interceptor Wing, Naha, between 17 November and 1 December 68 (68321-35) for
maintenance; no entry for 1969; 374th TAW, Naha, to Hayes Aircraft Industries, Birmingham, AL, on 20
January 70 for overhaul; redelivered to 21st TAS/374th TAW, Naha, on 8 May 70; in service on 9
May 70; to F-2-service on 70208, that is probably bailed to Air America, on 27 July 70; local maintenance
was done at Naha between 25 and 27 July 70; no other movements.24
Fate: transferred to the 142nd TAS, Greater Wilmington Airport, DE, on 20 April 71
(71110, that is much later than the other 374th TAW C-130As); sold to the Chad Air
Force as TT-PAC before August 86; crashed landing in Chad on 16 November 87.
From the end of 1961 until the second half of 1965, the authorization to use C-130s into Laos, given by
President Kennedy in March 61, was seldom translated into action. In late 1961, E-Flight was established
within the 21st Troop Carrier Squadron / 315th Air Division at Naha, Okinawa, probably with the two
C-130As remaining from the cargo missions flown into Laos in 1961, that is 56-493 (c/n 3101) and 56-497
(c/n 3105), which were later transferred to the control of the 4440th Aircraft Delivery Group, Langley
AFB, Virginia, on 2 and 9 November 61 respectively. The 21st TCS had officially been attached to
Detachment 1, Headquarters, 315th Air Division, between 25 June 60 and 20 October 64, to the 6315th
Operations Group between 20 October 64 and 7 August 66, and to the 374th TCW since 8 August 66.
The first real E-Flight C-130As were probably 57-470 (c/n 3177) and 57-471 (c/n 3178), which returned to
the 21st TCS, Naha, on 5 November 61 and on 22 January 61 respectively. Unlike other C-130As of the
315th AD, the four or five E-Flight C-130As were uncamouflaged. They had very small USAF insignia,
and had skate-wheel rollers installed on the cargo-compartment floor over which cheap wood pallets
could be moved. That made handling easier at locations without forklifts and made it unnecessary to
recover the pallets.
See the official squadron history at: http://www.au.af.mil/au/afhra/wwwroot/sqs/0021as.htm. In
September 65, 4 C-130As were staged to Don Muang Royal Thai AFB, Bangkok, to become Detachment 4,
315th Air Division. They had to conduct shuttle operations within Thailand. In August 66 this number
was reduced to 3 C-130As. The 5 C-130As temporarily based at Kadena, Okinawa, however, were not E-
Flight, but High Gear aircraft. This was a group on continuous ground alert for the airlift of nuclear
weapons in the event of a general war. However, E-Flight was not only responsible for deliveries into
Laos, but E-Flight aircraft and crews also flew cargo missions over the western Pacific and often made
deliveries at intermediate points during ferry flights from Okinawa to Takhli. So not all four or five E-
Flight aircraft were used by Air America, and between 1961 and 1965, no C-130s seem to have been flown
by Air America crews at all. In June 1965, however, the CIA and the US Embassy at Vientiane
recommended that C-130s should be used for deliveries from Takhli (T-05) into Laos. So, 4 five-man Air
America-crews (including a navigator) were trained to fly the C-130. From the second half of 1965 to the
spring of 1971 Air America used USAF C-130As from Takhli, Thailand to fly large supplies of
ammunition into “forbidden territory under cover of darkness”.
Those flights ended at Long Tieng, Vientiane, Luang Prabang, Sam Thong, Pakse, Savannakhet, or
Saravane. In 1965 the TakhliLong Tieng service (CIA logistic support pipeline) was opened. Since 1967 at
least one of the two C-130As at Takhli flew into Laos every day; and since 69, C-130 missions from
Udorn to Luang Prabang were added. For more details about the C-130A missions flown into Laos by
Air America crews since 17 August 1965, see the file Air America in Laos II – military aid, Part I within
my History of Air America that can be found at
http://www.utdallas.edu/library/collections/speccoll/Leeker/history/Laos2Part1.pdf .
But unfortunately, the “Aircraft status reports” regularly published by Air America do not list up project
aircraft, and the official USAF Assignment Records, preserved at the AFHRA at Maxwell AFB, AL, in
most cases do not indicate squadrons or smaller units like E-Flight. As to the number of “Project” C-130s
actually flown by Air America, the following is known: Robbins quotes Jim Parrish, who states that in
the mid-sixties, Air America started with four C-130-crews; Bowers states that in 1967 the Company
operated two ships out of Takhli; and a Memorandum by James A. Cunningham, dated 10 October 70,
notes that “we also operate, on a bailed basis, C-130 project aircraft - up to two at a time”.
So the only way to identify the actual E-Flight aircraft, which were uncamouflaged, scheduled and used
entirely separately from the other planes of the larger unit and even outside squadron control (as the
squadron commander exerted direct supervisory authority), is by observation or by looking for those
aircraft which did not participate in the activities of the others like in periodical rotation. In the early days
most Naha-based C-130As rotated to Tachikawa AB, Japan, or to Robins AFB, GA. Between 1967 and
1971 most Naha-based C-130As rotated between Naha, Cam Ranh Bay, and Ubon. And the only way to
identify the C-130As bailed to Air America is by photos or by entries in the log books of those pilots who
flew the aircraft. But possibly Air America started with four C-130-crews in 1965 instead of two, because
two of these:
The 1965 history of the 315th Air Division contained in microfilm 23820 preserved at the AFHRA at
Maxwell AFB states (p. 6) that in September 1965, 4 USAF C-130As were based at Don Muang airport,
but “as many as five users were forwarding requests for airlift”; one of these on-call customers may have
been Air America.
Crews possibly had to fly the two C-130Es which had been transferred to the CIA in December 64 (64-
0506 and 64-0507). Those aircraft were seen all black in Laos in May 69 and were both reported to have
been written off in South East Asia in February 70.
Other reports say that those two C-130Es belonged to Project Heavy Chain, which was based at
Norton AFB, California, but operated out of Nha Trang after they had been modified with special
electronics equipment to allow them to operate at low level at night in higher threat areas.
In 1965 there seems to have been even an electronic reconnaissance C-130B-II leased to Air America, as 59-
1531 was officially being worked on at Air Asia’s maintenance facility at Tainan for no less than 9
months. This was the only C-130B-II ever to be officially maintained by Air Asia, and in those early days
USAF aircraft bailed to Air America more than once appeared as “out for maintenance at Tainan” in the
USAF Assignment Records preserved at the AFHRA at Maxwell AFB, AL. It can only be guessed that
this C-130B-II was possibly used for some covert overflights.
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I recall the stories about 2 engine out flights by DANG pilots. I think they were before I was checked out
(E to A conversion) in early 1974. Woody and I shut down a number of A Model engines together. I
guess we were 'snake bit.' During my local checkout I flew with Woody a lot (in addition to Hazell, Cael,
Scotty). We had a cnx during a run up due to no torque difference on one engine between dropping
throttles into flt idle and the value after run up after pulling them back to flt idle. The other 3 were fine.
Woody didn't even see it. Also I was much later getting an instrument check from Woody and right after
T/O on rwy 19 we had a prop go crazy out of limits. By then we were talking with PHL Approach
control and couldn't get a word in edge wise to even declare an emergency due to constant chatter on the
frequency. So we just did a 180, switched back to tower freq and declared an emergency. Tower was
pissed because another plane had departed 19 after us and was now a real potential conflict. We saw and
missed it! On shutdown the prop disengaged from the engine trashing the gear box. Slower speed on
final = lower rpm on the prop. No control problem, just a 'standard' 3 engine approach and landing.
Woody was standing behind the pilot seat the whole time and was certain we were jinxed. Worse part?
Had to do the entire checkride over. Enuf 'war stories'. - Tom Lauppe
The Delaware Air National Guard transitioned to newer C-130H's in 1985 and the history for those
aircraft is presented below courtesy CWhite@MA@166TAG 5 Oct 1997:
From: http://www.utdallas.edu/library/collections/speccoll/Leeker/c130.pdf
(Air America aircraft)
THIS INFO WAS CURRENT AS OF 23 AUG 2010 PER THE WEBPAGE, (Thanks to Tom Lauppe for
passing this along.)
Air America’s “Project” C-130s used for military cargo flown into Laos 1965-71:
Lockheed C-130A 57000471 3178 mid-65? ex 483rd TCW, Naha
Service history: to the 21st TCS, Naha, on 25 June 60 as 57-471; transferred to the control of the 4440th
Aircraft Delivery Group, Langley AFB, Virginia, on 30 October 60, possibly for modifications; returned to
the 21st TCS, Naha, on 22 January 61; probably to E-Flight in November 61; transferred to a special
service within the 21st TCS, Naha, on 31 July 62; transferred to 315th AD Headquarters, Naha, on 31
October 62; current on 1 July 64; still used by the 21st TCS; between 1961 and 1965, all maintenance had
been done at Naha, but on 15 February 65, the ship was transferred to the USAF’s Facility Checking
Squadron, St. Petersburg, FL, from where it returned to 315th AD Headquarters, Naha, on 24 May 65;
believed to have been flown with Air America since the second half of 1965 until early 1966;18
transferred to the 51st Fighter Interceptor Wing, Naha, for maintenance on 10 February 66; returned to
the 315th AD, Headquarters, Naha, on 16 March 66; transferred to the USAF’s Facility Checking
Squadron, St. Petersburg, FL, on 21 June 66 for WK-maintenance; returned on 16 August 66 and
transferred to the 374th TCW, Naha, the same day; in the beginning of 1967, the ship commuted
frequently between Naha and Cam Ranh Bay; but since 19 April 67, it remained at Naha; between 17 and
28 July 67, the ship was transferred to the 51st Fighter Interceptor Wing, Naha, for maintenance; the
Wing became the 374th TAW, Naha, on 31 December 67; sent to Lockheed Martin Aircraft Center,
Greenville, SC, for overhaul on 2 December 68; became 57000471 in 68 (?); delivered back to the 374th
TAW, Naha, from Lockheed Martin Aircraft Center, Greenville, SC, on 17 March 69, back in service (CA)
with them on 28 March 69; transferred to the 51st Fighter Interceptor Wing, Naha, between 15 and 28
November 69 for maintenance; returned from F2-service, that is probably from Air America, on 13
January 70 (70013), on 28 February 70 (70059), and on 8 June 70 (70159); transferred to the 51st Fighter
Interceptor Wing, Naha, between 7 and 19 October 70 (70280-92) for VK-maintenance.
Fate: departed to the 142nd TAS, Greater Wilmington Airport, DE, on 5 April 71 (71095, that is much
later than the other 374th TAW C-130As); used at Sheppard AFB as maintenance ground trainer in
October 89 and still in September 96.
Lockheed C-130A 56000523 3131 11 April 70 ex 374th TAW, Naha
Service history: transferred to the 374th TCW in August 66; in 1969, 56000523 was still one of the regular
374th TAW aircraft, rotating between Naha and Tan Son Nhut until 2 January 70; on 18 January 70, it
was delivered to Hayes Aircraft Industries, Birmingham, AL, for maintenance; WK-maintenance was
done by Hayes between 24 January and 2 April 70; on 2 April 70, it was redelivered to the 374th TAW,
Naha, reentering CA-service on 11 April 70; transferred to E-Flight/21st TAS/374th TAW, Naha,23
probably on 11 April 70, as a replacement aircraft for the ill-fated 56000510, which had crashed with Air
America on 10 April 70; local maintenance was done by WRAAR, Naha, between 21 and 22 July 70; to F-2
service, that is probably bailed to Air America, on 22 July 70 (70203).
Fate: transferred to the 142nd TAS, Greater Wilmington Airport, DE, on 19 April 71 (71109, that is much
later than the other 374th TAW C-130As); in 1972, it flew with the 96th TAS, Minneapolis; transferred to
AMARC, Davis-Monthan AFB, Tucson, AZ, in March 90 as CF082; still there in October 97.
Lockheed C-130A 56000542 3150 6 July 69 ex 374th TAW, Naha
Service history: in the first half of 1969, 56000542 was still one of the regular 374th TAW aircraft,
rotating between Naha, Tan Son Nhut, and Cam Ranh Bay until 6 July 69; on 6 July 69 (69187), it
entered CA-service from Naha, rotating no longer; so, most probably, it went to E-Flight/21st TAS/374th
TAW, Naha,22 on 6 July 69; on 22 December 69, 56000542 entered VK-service (maintenance) from Naha,
probably with the 51st Fighter Interceptor Wing, Naha, to whom it was officially transferred between
1 and 8 January 70; on 8 January 70, it probably returned to E-Flight/21st TAS/374th TAW, Naha, until 6
May 70 (70126); during this time, it was probably 604 with Air America, used on the refugee airlifts; on 6
May 70, it was delivered to Hayes Aircraft Industries, Birmingham, AL, for IRAN; redelivered to 21st
TAS/374th TAW, Naha, on 22 November 70 (70326), where it entered service on 9 December 70
(70343).
Fate: transferred to the 142nd TAS, Greater Wilmington Airport, DE, on 11 February 71 (71042); given to
the South Vietnamese Air Force in November 72; written off in April 75
Lockheed C-130A 56000551 3159 27 May 70 ex 374th TAW, Naha
Service history: In 1967 with 40th TCS/317th TCW, Lockbourne; to 35th TAS/374th TAW, Naha, on 9
June 68 (68160); rotated between Naha and Cam Ranh Bay until 29 October 68 (68302); transferred to the
51st Fighter Interceptor Wing, Naha, between 17 November and 1 December 68 (68321-35) for
maintenance; no entry for 1969; 374th TAW, Naha, to Hayes Aircraft Industries, Birmingham, AL, on 20
January 70 for overhaul; redelivered to 21st TAS/374th TAW, Naha, on 8 May 70; in service on 9
May 70; to F-2-service on 70208, that is probably bailed to Air America, on 27 July 70; local maintenance
was done at Naha between 25 and 27 July 70; no other movements.24
Fate: transferred to the 142nd TAS, Greater Wilmington Airport, DE, on 20 April 71
(71110, that is much later than the other 374th TAW C-130As); sold to the Chad Air
Force as TT-PAC before August 86; crashed landing in Chad on 16 November 87.
From the end of 1961 until the second half of 1965, the authorization to use C-130s into Laos, given by
President Kennedy in March 61, was seldom translated into action. In late 1961, E-Flight was established
within the 21st Troop Carrier Squadron / 315th Air Division at Naha, Okinawa, probably with the two
C-130As remaining from the cargo missions flown into Laos in 1961, that is 56-493 (c/n 3101) and 56-497
(c/n 3105), which were later transferred to the control of the 4440th Aircraft Delivery Group, Langley
AFB, Virginia, on 2 and 9 November 61 respectively. The 21st TCS had officially been attached to
Detachment 1, Headquarters, 315th Air Division, between 25 June 60 and 20 October 64, to the 6315th
Operations Group between 20 October 64 and 7 August 66, and to the 374th TCW since 8 August 66.
The first real E-Flight C-130As were probably 57-470 (c/n 3177) and 57-471 (c/n 3178), which returned to
the 21st TCS, Naha, on 5 November 61 and on 22 January 61 respectively. Unlike other C-130As of the
315th AD, the four or five E-Flight C-130As were uncamouflaged. They had very small USAF insignia,
and had skate-wheel rollers installed on the cargo-compartment floor over which cheap wood pallets
could be moved. That made handling easier at locations without forklifts and made it unnecessary to
recover the pallets.
See the official squadron history at: http://www.au.af.mil/au/afhra/wwwroot/sqs/0021as.htm. In
September 65, 4 C-130As were staged to Don Muang Royal Thai AFB, Bangkok, to become Detachment 4,
315th Air Division. They had to conduct shuttle operations within Thailand. In August 66 this number
was reduced to 3 C-130As. The 5 C-130As temporarily based at Kadena, Okinawa, however, were not E-
Flight, but High Gear aircraft. This was a group on continuous ground alert for the airlift of nuclear
weapons in the event of a general war. However, E-Flight was not only responsible for deliveries into
Laos, but E-Flight aircraft and crews also flew cargo missions over the western Pacific and often made
deliveries at intermediate points during ferry flights from Okinawa to Takhli. So not all four or five E-
Flight aircraft were used by Air America, and between 1961 and 1965, no C-130s seem to have been flown
by Air America crews at all. In June 1965, however, the CIA and the US Embassy at Vientiane
recommended that C-130s should be used for deliveries from Takhli (T-05) into Laos. So, 4 five-man Air
America-crews (including a navigator) were trained to fly the C-130. From the second half of 1965 to the
spring of 1971 Air America used USAF C-130As from Takhli, Thailand to fly large supplies of
ammunition into “forbidden territory under cover of darkness”.
Those flights ended at Long Tieng, Vientiane, Luang Prabang, Sam Thong, Pakse, Savannakhet, or
Saravane. In 1965 the TakhliLong Tieng service (CIA logistic support pipeline) was opened. Since 1967 at
least one of the two C-130As at Takhli flew into Laos every day; and since 69, C-130 missions from
Udorn to Luang Prabang were added. For more details about the C-130A missions flown into Laos by
Air America crews since 17 August 1965, see the file Air America in Laos II – military aid, Part I within
my History of Air America that can be found at
http://www.utdallas.edu/library/collections/speccoll/Leeker/history/Laos2Part1.pdf .
But unfortunately, the “Aircraft status reports” regularly published by Air America do not list up project
aircraft, and the official USAF Assignment Records, preserved at the AFHRA at Maxwell AFB, AL, in
most cases do not indicate squadrons or smaller units like E-Flight. As to the number of “Project” C-130s
actually flown by Air America, the following is known: Robbins quotes Jim Parrish, who states that in
the mid-sixties, Air America started with four C-130-crews; Bowers states that in 1967 the Company
operated two ships out of Takhli; and a Memorandum by James A. Cunningham, dated 10 October 70,
notes that “we also operate, on a bailed basis, C-130 project aircraft - up to two at a time”.
So the only way to identify the actual E-Flight aircraft, which were uncamouflaged, scheduled and used
entirely separately from the other planes of the larger unit and even outside squadron control (as the
squadron commander exerted direct supervisory authority), is by observation or by looking for those
aircraft which did not participate in the activities of the others like in periodical rotation. In the early days
most Naha-based C-130As rotated to Tachikawa AB, Japan, or to Robins AFB, GA. Between 1967 and
1971 most Naha-based C-130As rotated between Naha, Cam Ranh Bay, and Ubon. And the only way to
identify the C-130As bailed to Air America is by photos or by entries in the log books of those pilots who
flew the aircraft. But possibly Air America started with four C-130-crews in 1965 instead of two, because
two of these:
The 1965 history of the 315th Air Division contained in microfilm 23820 preserved at the AFHRA at
Maxwell AFB states (p. 6) that in September 1965, 4 USAF C-130As were based at Don Muang airport,
but “as many as five users were forwarding requests for airlift”; one of these on-call customers may have
been Air America.
Crews possibly had to fly the two C-130Es which had been transferred to the CIA in December 64 (64-
0506 and 64-0507). Those aircraft were seen all black in Laos in May 69 and were both reported to have
been written off in South East Asia in February 70.
Other reports say that those two C-130Es belonged to Project Heavy Chain, which was based at
Norton AFB, California, but operated out of Nha Trang after they had been modified with special
electronics equipment to allow them to operate at low level at night in higher threat areas.
In 1965 there seems to have been even an electronic reconnaissance C-130B-II leased to Air America, as 59-
1531 was officially being worked on at Air Asia’s maintenance facility at Tainan for no less than 9
months. This was the only C-130B-II ever to be officially maintained by Air Asia, and in those early days
USAF aircraft bailed to Air America more than once appeared as “out for maintenance at Tainan” in the
USAF Assignment Records preserved at the AFHRA at Maxwell AFB, AL. It can only be guessed that
this C-130B-II was possibly used for some covert overflights.
-----------
I recall the stories about 2 engine out flights by DANG pilots. I think they were before I was checked out
(E to A conversion) in early 1974. Woody and I shut down a number of A Model engines together. I
guess we were 'snake bit.' During my local checkout I flew with Woody a lot (in addition to Hazell, Cael,
Scotty). We had a cnx during a run up due to no torque difference on one engine between dropping
throttles into flt idle and the value after run up after pulling them back to flt idle. The other 3 were fine.
Woody didn't even see it. Also I was much later getting an instrument check from Woody and right after
T/O on rwy 19 we had a prop go crazy out of limits. By then we were talking with PHL Approach
control and couldn't get a word in edge wise to even declare an emergency due to constant chatter on the
frequency. So we just did a 180, switched back to tower freq and declared an emergency. Tower was
pissed because another plane had departed 19 after us and was now a real potential conflict. We saw and
missed it! On shutdown the prop disengaged from the engine trashing the gear box. Slower speed on
final = lower rpm on the prop. No control problem, just a 'standard' 3 engine approach and landing.
Woody was standing behind the pilot seat the whole time and was certain we were jinxed. Worse part?
Had to do the entire checkride over. Enuf 'war stories'. - Tom Lauppe
The Delaware Air National Guard transitioned to newer C-130H's in 1985 and the history for those
aircraft is presented below courtesy CWhite@MA@166TAG 5 Oct 1997:
|
Sometime in the summer of 1953 the first Lockheed T-33A Shooting Star trainer arrived to transition the
unit pilots from F-51's to jets as mission aircraft. the first of these was assigned to Commanding Officer
David McCallister who already had a fair amount of experience flying jets.
unit pilots from F-51's to jets as mission aircraft. the first of these was assigned to Commanding Officer
David McCallister who already had a fair amount of experience flying jets.
Delaware Air Guard C-130 aircraft reaches 10,000 hour flying milestone
by Tech. Sgt. Benjamin Matwey, 166th Airlift Wing, Delaware Air National Guard
7/18/2008 - NEW CASTLE, DELAWARE -- At mid-day June 5, 2008, a C-130 transport aircraft of the
142nd Airlift Squadron, part of the 166th Airlift Wing of the Delaware Air National Guard, flew a
training proficiency flight resulting in the aircraft reaching and breaking 10,000 flying hours. This was a
new milestone for C-130H aircraft flown by the unit for the last 23 years.
Before the flight, C-130 aircraft tail # 213 had 9,998.8 hours of flying time, and was 1.2 hours short of the
10,000 flying hour mark. The flight took off at 10:45 a.m. and landed at 1:12 p.m., making the flight
duration 2.5 hours, and reaching the mark of 10,001.3 total flying hours.
According to Col. Daniel Van Wyk, commander, 166th Maintenance Group, aircraft # 213 has seen duty
in all theaters of combat (including the Pacific Ocean, Africa, Central and South America, the Middle East
and Southwest Asia to include Iraq), and was shot up with ground fire in Afghanistan and repaired in
Portugal over a period of several months. The aircraft has seen combat duty in 1991 in Operation Desert
Storm, and from 2003 until now in Operations Enduring Freedom and Iraqi Freedom. These operations
are in addition to normal training and operational missions flying all over the world. When a tornado
struck the New Castle air base in September 2004, aircraft # 213 was in Afghanistan being flown by
aircrew in combat.
The crew chief for the aircraft is Tech. Sgt. Scott Nybakken, who has worked on C-130 aircraft for 25
years. He has been crew chief on this particular aircraft, tail number # 840213 (commonly referred to as
#213), since 2000. The crew chief is responsible for every aspect of maintenance and performance of the
aircraft, and is the last person to see the aircraft before take off when he salutes the aircraft commander,
and also the first person to greet the aircrew at the landing.
Upon landing, Sgt. Nybakken worked with loadmaster Senior Airman Philip Harris to place chalks
against the tires to secure the aircraft. While performing the post-flight inspection of the aircraft, Sgt.
Nybakken commented on the milestone reached by the aircraft he is responsible for, and said, "It's a great
feeling."
Sergeant Nybakken has been crew chief for the aircraft on numerous missions throughout Southwest
Asia from 2003 forward.
"This milestone highlights the excellent maintenance work performed on these aircraft, and the
proficiency and professionalism of the aircrew that have flown them for over two decades," said Col.
Jonathan Groff, commander, 166th Airlift Wing.
One Airman working on the ground in base flight operations to monitor the flight remarked of the
aircraft reaching 10,000 hours. He said, "It's a good deal of aluminum, and a great many hours."
The Delaware Air Guard unit has gone 45 years without a flight mishap, and in June 2007 surpassed
160,000 accident-free flight hours, operating two different aircraft: the C-97 Stratofighter until retirement
in 1985, and the currently assigned C-130 Hercules. The wing has completed 17 years of combat airlift
operations in Southwest Asia and has an operations tempo that currently logs an average one million
miles a year between its eight assigned aircraft.
The Delaware Air Guard has eight C-130 aircraft built by the Lockheed Martin Aeronautics Company in
Georgia. Seven aircraft were built in a production line that began in 1984 and finished in 1986, and
delivered fresh from the factory to the New Castle unit in 1985 through 1986. Six aircraft were delivered
in 1985; these are aircraft tail numbers 207 through 212. Aircraft #213 was delivered in January 1986.
Fleet flying hours for the eight C-130 aircraft of the Delaware ANG 142nd Airlift Squadron:
Aircraft # -- current hours (for all eight unit C-130 aircraft) as of June 4, 2008:
207 -- 9,640.4 hours
208 -- 8,815.5 hours
209 -- 9,803.4 hours
210 -- 9,939.8 hours
212 -- 9,976.2 hours
213 -- 9,998.8 hours (reached 10,001.3 hours on June 5, 2008)
1057 -- 6,419.3 hours (1990 MODEL)
Key Airmen involved in 10,000 hour milestone flight:
One crew chief -- Tech. Sgt. Scott Nybakken, a resident of Wilmington, Del.
The five aircrew:
Aircraft commander and pilot - Maj. Tim Casey, a resident of Bear, Del.
Pilot -- Col. Jonathan Groff, commander, 166th Airlift Wing, a resident of Downingtown, Pa.
Navigator - Capt. Mark Linzmeier, a resident of Middletown, Del.
Flight engineer - Tech. Sgt. John DeFrancesco, a resident of Norwood, Pa.
Loadmaster - Senior Airman Philip Harris, a resident of Dover, Del.
by Tech. Sgt. Benjamin Matwey, 166th Airlift Wing, Delaware Air National Guard
7/18/2008 - NEW CASTLE, DELAWARE -- At mid-day June 5, 2008, a C-130 transport aircraft of the
142nd Airlift Squadron, part of the 166th Airlift Wing of the Delaware Air National Guard, flew a
training proficiency flight resulting in the aircraft reaching and breaking 10,000 flying hours. This was a
new milestone for C-130H aircraft flown by the unit for the last 23 years.
Before the flight, C-130 aircraft tail # 213 had 9,998.8 hours of flying time, and was 1.2 hours short of the
10,000 flying hour mark. The flight took off at 10:45 a.m. and landed at 1:12 p.m., making the flight
duration 2.5 hours, and reaching the mark of 10,001.3 total flying hours.
According to Col. Daniel Van Wyk, commander, 166th Maintenance Group, aircraft # 213 has seen duty
in all theaters of combat (including the Pacific Ocean, Africa, Central and South America, the Middle East
and Southwest Asia to include Iraq), and was shot up with ground fire in Afghanistan and repaired in
Portugal over a period of several months. The aircraft has seen combat duty in 1991 in Operation Desert
Storm, and from 2003 until now in Operations Enduring Freedom and Iraqi Freedom. These operations
are in addition to normal training and operational missions flying all over the world. When a tornado
struck the New Castle air base in September 2004, aircraft # 213 was in Afghanistan being flown by
aircrew in combat.
The crew chief for the aircraft is Tech. Sgt. Scott Nybakken, who has worked on C-130 aircraft for 25
years. He has been crew chief on this particular aircraft, tail number # 840213 (commonly referred to as
#213), since 2000. The crew chief is responsible for every aspect of maintenance and performance of the
aircraft, and is the last person to see the aircraft before take off when he salutes the aircraft commander,
and also the first person to greet the aircrew at the landing.
Upon landing, Sgt. Nybakken worked with loadmaster Senior Airman Philip Harris to place chalks
against the tires to secure the aircraft. While performing the post-flight inspection of the aircraft, Sgt.
Nybakken commented on the milestone reached by the aircraft he is responsible for, and said, "It's a great
feeling."
Sergeant Nybakken has been crew chief for the aircraft on numerous missions throughout Southwest
Asia from 2003 forward.
"This milestone highlights the excellent maintenance work performed on these aircraft, and the
proficiency and professionalism of the aircrew that have flown them for over two decades," said Col.
Jonathan Groff, commander, 166th Airlift Wing.
One Airman working on the ground in base flight operations to monitor the flight remarked of the
aircraft reaching 10,000 hours. He said, "It's a good deal of aluminum, and a great many hours."
The Delaware Air Guard unit has gone 45 years without a flight mishap, and in June 2007 surpassed
160,000 accident-free flight hours, operating two different aircraft: the C-97 Stratofighter until retirement
in 1985, and the currently assigned C-130 Hercules. The wing has completed 17 years of combat airlift
operations in Southwest Asia and has an operations tempo that currently logs an average one million
miles a year between its eight assigned aircraft.
The Delaware Air Guard has eight C-130 aircraft built by the Lockheed Martin Aeronautics Company in
Georgia. Seven aircraft were built in a production line that began in 1984 and finished in 1986, and
delivered fresh from the factory to the New Castle unit in 1985 through 1986. Six aircraft were delivered
in 1985; these are aircraft tail numbers 207 through 212. Aircraft #213 was delivered in January 1986.
Fleet flying hours for the eight C-130 aircraft of the Delaware ANG 142nd Airlift Squadron:
Aircraft # -- current hours (for all eight unit C-130 aircraft) as of June 4, 2008:
207 -- 9,640.4 hours
208 -- 8,815.5 hours
209 -- 9,803.4 hours
210 -- 9,939.8 hours
212 -- 9,976.2 hours
213 -- 9,998.8 hours (reached 10,001.3 hours on June 5, 2008)
1057 -- 6,419.3 hours (1990 MODEL)
Key Airmen involved in 10,000 hour milestone flight:
One crew chief -- Tech. Sgt. Scott Nybakken, a resident of Wilmington, Del.
The five aircrew:
Aircraft commander and pilot - Maj. Tim Casey, a resident of Bear, Del.
Pilot -- Col. Jonathan Groff, commander, 166th Airlift Wing, a resident of Downingtown, Pa.
Navigator - Capt. Mark Linzmeier, a resident of Middletown, Del.
Flight engineer - Tech. Sgt. John DeFrancesco, a resident of Norwood, Pa.
Loadmaster - Senior Airman Philip Harris, a resident of Dover, Del.
Sources:
Department of the Air Force, Air Force Historical Research Agency, Maxwell AFB, AL
USAAS-USAAC-USAAF-USAF Aircraft Serial Numbers--1908 to Present:
http://www.joebaugher.com/usaf_serials/usafserials.html
Aviation Archaeological Investigation and Research, AAIR Database:
http://www.aviationarchaeology.com/
Department of the Air Force, Air Force Historical Research Agency, Maxwell AFB, AL
USAAS-USAAC-USAAF-USAF Aircraft Serial Numbers--1908 to Present:
http://www.joebaugher.com/usaf_serials/usafserials.html
Aviation Archaeological Investigation and Research, AAIR Database:
http://www.aviationarchaeology.com/
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