T-41 Mescalero

The Military Cessna 172

Wa l t S h i e l
Jan Forsgren
Mike Little

Foreword by
Robert F. Dorr

Vo lu me 1
Cessna Wa rb ird s Se ries

Slipdown Mountain Publications LLC

Lake Linden, MI
Toll-Free: 1-866-341-3705
 T- Mescalero
by Walt Shiel, Jan Forsgren, Mike Little

Text Copyright ©

by Walter P. Shiel, Jan Forsgren and Michael R. Little
Illustration credits indicated in the captions
Cover photographs courtesy of US Air Force

All rights reserved.

No portion of this book may be be copied, reproduced, or transmitted in any form or

by any means, electronic or otherwise, including recording, photocopying, or inclusion
in any information storage and retrieval system, without the express written permission
of the publisher and author, except for brief exerpts quoted in published reviews.

This reference book is intended solely for education and entertainment and not as an
operator’s manual or flying instructions.

First Edition
Manufactured in the United States

ISBN : ---- $.

ISBN : ---
Library of Congress Control Number: 

Information: www.SlipdownMountain.com
---

SLIPDOWN MOUNTAIN PUBLICATIONS LLC

Publisher Cataloging-in-Publication Data

Shiel, Walt.

T- Mescalero : the military Cessna  / Walt Shiel, Jan Forsgren,
Mike Little ; foreword by Robert F. Dorr.

p. cm.

. Airplanes, Military—United States—History. . Cessna aircraft—

History.

UG.S 

.``—dc 
To all pilots, maintainers and aficionados of the world’s
most popular single-engine lightplane, the Cessna 172
and its military incarnation the T-41 Mescalero
 T-41A Mescalero
(original oil-on-canvas painting by C. M. Shiel)
 Acknowledgements

Walt Shiel would like to extend personal thanks to:

Bob Crawford of the AETC History Office for researching and providing so many
valuable photos and information about T-s;
Michael Gomm, Darin LaCrone and Doug Miller at Cessna for all those great
Cessna  photos;
Renato Sosa, Mark Youngs, Dan Lilja, Bob Haynes and Joe Nelson for photographs
of, and information about, their personal aircraft;
Cuff Kelso and Gayle Hill for dusting off their old memories of flying USAF
Mescaleros;
Jim Flaviani for sharing patches from his personal collection;
Marc Marchesseault for the current photographs of Hondo Municipal Airport and This book
the old FSP facilities; could not
And, as always, my most patient and understanding wife Kerrie! have been
Last, but certainly not least, I’d like to thank my two coauthors, Jan and Mike, completed
without
without whom this initial volume in the new Cessna Warbirds Series would not be the the help
comprehensive compilation of T- history and operational use that it has became! of many
people
Jan Forsgren would like to thank the following people for supplying information and from
photographs of the Cessna  in military uniform: around
In particular, a huge `Buiochas´ (Thank You) to the Irish Air Corps, Mick Bevan the world.
and Captain Eoin Marshall for providing much assistance during the author’s visit to
Baldonnel, Ireland.
Mick Bevan, Farzad Bishop, Yehuda Borovik, Winston Brent, Ken Conboy, Tom
Cooper, Steve Darke, Archie DiFante, Marco Dijkshoorn, Joe Duggan, Nikos Fantasma,
Martin Gula, John Hayles, Julian Herrero, Jan Jörgensen, Terry Judge, Tony Kearns,
Juchan Kim, Martin Kyburz, Frederic Lagerquist, Lars E. Lundin, Eoin Marshall, Luis
Mendes, Paul Morley, Francis Karem Neri, Benjamin Ng, Ole Nikolajsen, Bill Norton,
Michael Ody, Marco Pennings, Concy Phimphavong, Georgios Psarras, Dave Ruttles-
den, MacAlan Thompson, João Vidal, Darasy Var and Åke Åstrand.
Thanks also to Elizabeth for supplying curry-flavoured sandwiches.

XI
 Mike Little would like to thank:
CW Jim Thomas (USAR Ret., WOFWAC Class -, “Green Hats”), SP Don-
ald Heldt (former US Army Aircraft Technical Inspector), CW Frank Warren (USAR
Ret.), Mr. George Coleman (OV- Mohawk Association), Ms. Jill E. Redington (Chief
of the Aviation Technical Library, Fort Rucker, Alabama), Lt Col Joseph D. Sette and
Ms. Vickie Hendrix (US Army Combat Readiness Center, Fort Rucker, Alabama), Mr.
Andy Labosky (Archivist of the Kansas Aviation Museum);
Dan Hagedorn, Tulio Soto, Mario Overall, Tony Sapienza, Germán Luer, Sergio
de la Puente, Gary Kuhn, and John Davis of the Latin American Aviation Historical
Society (LAAHS), who provided information, images, and advice;
Mr. Robert Crawford and Ms. Ann Hussey (USAF/AETC History Office), who
allowed us to examine the latest edition of Ms. Hussey’s as-yet-unpublished study on
fl ight screening programs in the USAF/USAAF;
And the Dutch Aviation Society, whose Scramble on the Web database proved
invaluable.

Thank you, one and all!

XII
Contents
Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . xi
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xvii
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xix

chapter one
History of the Model 172 . . . . . . . . . . . . . . . . . . . . . . 1
The Early Years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Post–War . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Variations on a Theme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Licensed Production. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The Military Takes an Interest . . . . . . . . . . . . . . . . . . . . . . . 8
The End of the Beginning . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Cessna’s Proposed T-41 Fire Control System . . . .12

chapter two
US Air Force. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Quasi–Military Operations. . . . . . . . . . . . . . . . . . . . . . . . . 16
Fast–Paced Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Tornado Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Air Force Academy Adds to the Fleet. . . . . . . . . . . . . . . . . 24
USAFA Aeronautical EnginEering . . . . . . . . . . . . . . . . . . 26
USAFA Training Tales . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Vietnamese Air Force Training. . . . . . . . . . . . . . . . . . . . . . 30
Consolidation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Project Hasty Blue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Training at Hondo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
USAFA patches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Training Improvements for Hondo . . . . . . . . . . . . . . . . . . 36
Procedural Stupidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Fatal Accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
FSP patches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Wing Walkers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Manifestations of Apprehension. . . . . . . . . . . . . . . . . . . . . 43
Notable T-41 Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
End of an Era. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Civil Air Patrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Ode to the T-41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

 Foreword

The Cessna  Skyhawk is both familiar and phenomenal. It thrives on simplicity, yet its story can
be told only in superlatives.
You can find one almost anywhere. The number of pilots who have handled its wheel, throttle and
pedals is beyond counting. Yet despite fame and familiarity, certain basics about the  keep trying to
elude us: Does any single engineer deserve credit for its design? Is it really the essence of simplicity, as
it appears? The answer to both questions seems to be no. The  is a product of evolution. It is a sen-
sible aircraft but also sophisticated.
Asked to describe the US military’s T- Mescalero, Air Force Academy graduate Thomas D. Jones
said, “It was very utilitarian.”
He is right. Still, neither the T- nor the civilian  can be dismissed with such alacrity. The , alias
the T-, is smart, sensible, and functional. But no one ever climbed aboard and strapped in without learn-
ing from the experience. You always landed a T- knowing more than you’d known when you took off.
In the 1950s—before small American airfields shut out aficionados with fences, guards, and metal
detectors—I grew up near Hyde Field, a dirt strip in Clinton, Maryland. As a boy, I received bad news
and good news: The bad news was a congenital hearing defect, which meant I wouldn’t attend the new
Academy they were building or become an Air Force pilot. The good news was publication of my first
paid magazine article in 1954 at age 15.
If I couldn’t pilot airplanes, I could fly aboard them and write about them. I was introduced to Cessna
products during my third flight in an aircraft on 26 August 1954, when William B. Root flew me from
Hyde Field to Pomonkey, Maryland, and back in his brilliant orange Cessna . I had offered to wash
his plane in exchange for a ride. “You don’t have to wash it, kid,” he grinned. “Come on. Climb in.”
My first flight in a Cessna  did not take place until 22 August 1964, when Jerome B. Curtis and I
rented a  at Oakland, California, and flew to airports at nearby Columbia, Placerville, and Nut Tree.
By then, I had finished US Air Force duty in Korea and was writing regularly for magazines but was
not yet a pilot. I wrote a short piece about the  emphasizing that it was practical and understandable.
I did not yet feel the  from a pilot’s viewpoint or realize, yet, that there was more to the story.
From 1964 to 1989, as a Foreign Service officer—that’s a career American diplomat—I flew aboard
T-s and civilian and military s in many places. I jumped out of one at Fihoanana, Madagascar,
on 27 February 1966, making the first of eight parachute jumps that were part of my frivolous young

XVII
adulthood. No, the -cum-T- isn’t considered a good platform for parachutists but, at one time or
another, the aircraft has done just about everything.
I wish I could say that, like millions of others, I learned to fly in the Cessna . But in my case
there was a relapse to a two-seat product bearing Clyde Cessna’s name: I made my first solo flight on
17 March 1968, at K- Yoi-do Airport in Seoul, Korea, piloting a Cessna .
Elsewhere in this volume, you will read of a pilot who transferred from the mighty F- Thunderchief
(“Thud”) to the prosaic Cessna  as the T-. I doubt if even he ever had the experience I enjoyed on 24
March 1968, during my first solo cross-country flight: I was second among five aircraft lined up at the ham-
merhead to take off from K- Osan Air Base, Korea. The other four aircraft were Thuds. My Cessna seemed
puny, lined up among them. And, yes, I did finally graduate to the Cessna  during my brief, intermittent
time as a real pilot with an eventual total of -plus hours of pilot-in-command time. And, yes, Jan, I even
logged  time at Stockholm’s Bromma Airport before retiring from my diplomatic career in 1989.
Walt Shiel, Jan Forsgren, and Mike Little have covered the story of the T- Mescalero, and other mili-
tary s, in a wide-reaching and exciting way that paves new ground for the pilot, the aviation buff, and
the historian. This volume contains personal stories, vivid descriptions, and more than a little humor—but
it also provides specifications and serials that have never previously been assembled in one place.
Command pilots with tens of thousands of hours will find new information on these pages. Arm-
chair enthusiasts with no cockpit time will find that this book enriches their knowledge and love of
flying. But I’d like to believe that this is really a book for everyone, because the Cessna  is such a
universal story. My own point of view—as an accomplished author but only a dabbler of a pilot—illus-
trates the enormous variety of people whose lives have been made better by this airplane and will be
made better, yet, by this book.
As an Air Force veteran and retired diplomat who carved out a later career writing mostly about
the Air Force, I have a special interest in the Vietnam era when thousands of Air Force pilots savored
their first aerial learning experience at the controls of the T-.
Jones, the Academy graduate quoted earlier—and later an astronaut with four shuttle missions—pointed out
that the T- was “forgiving enough that we student pilots could recover from our mistakes. For the Academy’s
purposes, it was a bridge between the gliders that most of us flew and the jet trainers that came later.”
“I thought it was a wonderful trainer,” said retired Lieutenant Colonel Peggy Carnahan, who flew
the T-C and T-D as a cadet at Colorado Springs in 1979 and again as an instructor there from 1985
to 1988. Carnahan probably knows more about military Cessnas than anyone whose name isn’t bylined
on this book, having commanded the T- “Tweet” instructor training squadron, among other duties.
“The T- was a very predictable airplane,” she added. “It was the perfect lead-in to the T-.”
Elsewhere on these pages, you will read that the Army’s popular name Mescalero for the T- was
“unofficially adopted,” whatever that means, by the Air Force; Carnahan confirms that blue-suited T-
 pilots did, indeed, use the Mescalero name.
Familiar. Simple. Utilitarian. Practical. Predictable. Yes, yes, yes. But when discussing the aircraft
manufactured in greater numbers than any other, there is so much more to say. Walt, Jan, and Mike
say it here. Once you’ve made the journey with these authors in the T- Mescalero, you’ll also see why
it is an airplane that is not merely admired but loved.

Robert F. Dorr
Oakton, Virginia
Author, Air Combat

XVIII
ABBREVIATIONS USED IN THIS BOOK’S PHOTO CREDITS

KAM/Pickett Kansas Aviation Museum/Robert J. Pickett Collection

LAAHS Latin American Aviation Historical Society
MAP Military Aircraft Photographs
NASA National Aeronautics & Space Administration
USAF US Air Force
USAF/AETC US Air Force/Air Education & Training Command
USAF/USAFA US Air Force/US Air Force Academy
 1984 Cessna Model 172 Skyhawk in flight.
(Cessna photo)

chapter one
History of the Model 172
by Jan Forsgren
The Skyhawk is like an old friend that has been around for years, always
dependable, always underrated.

1
HISTORY OF THE MODEL 172

B
etween 1955 and 2004, Cessna Aircraft Company, its French licensee
Reims Aviation and its Argentinean licensee DINFIA produced 38,777
Cessna Model s, plus another 867 sold as T- trainers to armed forces
around the world. During peak production, a new Cessna  rolled out of the
Wichita plant every 23 minutes. No other manufacturer is likely ever to surpass
the Cessna  in sheer production numbers. Indeed, the first and second run-
ners–up (the Ilyushin Il- Shturmovik with 36,154 built and the Messerschmitt
Bf  with between 33,000 and 35,000 built) both date back to World War II.
Cessna s can be found in almost all countries and on most airfields. Its
availability, simplicity and ubiquity have turned the Cessna  into the world’s
most common pilot trainer. Generations of pilots have earned their wings on
the Cessna , and a pilot without at least a couple of flying hours in a Cessna
 is rare indeed. Stable and easy to fly, with few vices, it is a cost–effective and
easy to maintain aircraft. However, in spite of—or perhaps because of—these
traits, the achievements of the Cessna  remain largely unrecognized. Seeing
and flying them everywhere, pilots tend to consider them both unglamorous
and mundane. In more ways than one, the four–seat, single–engine Cessna 
is the airplane equivalent of an ordinary family car. Not very fast with limited
range and load–carrying capability, what it lacks in performance it makes up
for in reliability and ease of handling. The Skyhawk is like an old friend that
has been around for years, always dependable, always underrated.
The Cessna  is frequently overlooked as one of the world’s most vital
and necessary aircraft. Although not designed specifically as a primary pilot
trainer, but rather as a four–seat touring and general utility aircraft, thousands
of pilots worldwide have received their initial training in the venerable .
Apart from pilot training, the Cessna  continues to serve in a multitude
of other roles ranging from weekend joyriding to a wide variety of general
purpose and light transport chores. Indeed, based on the widespread use of
the Skyhawk as a sport and general aviation aircraft alone, it richly deserves
a place in the Aviation Hall of Fame.

Clyde Cessna in the

prototype Cessna
“A” series airplane,
20 August 1927.

(KAM/Pickett photo)

THE EARLY YEARS

On 8 September 1927 when Clyde Cessna formed the Cessna–Roos Air-

craft Company, he had already built and flown aircraft for 16 years. During

2
 T-41 MESCALERO

the early 1920s, Clyde Cessna, with Walter Beech and Lloyd Stearman, had
founded the Travel Air Company in Wichita, Kansas. However, this tri-
umvirate of aircraft designers soon parted company due to disagreements
over design philosophies (Cessna preferred to pursue monoplane designs).
Cessna–Roos became the Cessna Aircraft Company on 31 December 1927,
but the Great Depression of the 1930s forced a temporary reduction in staff
and production. As the economy slowly recovered, Cessna Aircraft began
to roll–out new designs and achieve some success in air racing. However,
in 1936 Clyde Cessna retired as company president, leaving his nephew
Dwane Wallace in charge.
Prior to the outbreak of World War II, Cessna produced a number of
mixed–construction cantilevered high–wing monoplanes. The popular C-
and C- series became renowned for high levels of sophistication and per-
formance, although with above–average purchase and operating costs.
In 1939, Cessna delivered the first of its new twin–engine T- Bobcats for
civilian use. With the clouds of war looming on the horizon, the production
lines of the US aircraft companies, including those of Cessna, transitioned to
the production of combat aircraft. Cessna eventually produced 5,399 Bobcats
in three major variants (including the few civilian models)—the UC– light
utility transport and AT-/AT- advanced trainer for the US Army Air Force
and the Crane I for the Royal Canadian Air Force. Cessna also produced
750 Waco CG-A combat gliders as well as components for the Boeing B-
Superfortress and Douglas A- Invader.

Prototype Cessna Model

T-50 “Bobcat”—NX20784

(KAM/Pickett photo)

POST–WAR

After the war, Cessna returned to producing light aircraft for the gen-
eral aviation market. In common with every other aircraft manufacturers,
Cessna expected a large increase in sales as the GIs returned from the war.
By 1946, no less than 18 US aircraft manufacturers produced general avia-

3
HISTORY OF THE MODEL 172

tion aircraft. Riding high on a booming economy, the industry envisaged the
airplane replacing the car as the most modern, easy and convenient mode of
transport. However, this proved more optimistic than realistic. By 1949, the
number of US general aviation aircraft manufacturers had dropped to five,
including Cessna.
Cessna’s fi rst post–war design—the high–wing, mixed–construction,
two–seat Model  without flaps—entered production, followed soon by
the slightly more spacious, flap–equipped Model . The / series used
the new spring–steel landing gear developed by Steve Wittman, destined to
become a Cessna trademark. During 1947, Cessna introduced two new all–
metal four–seat models—the Model  and the radial–engine Cessna .
The Cessna  featured a number of innovations that later found their way
into the . As the direct ancestor of the Cessna , a total of 5,173 Model
s in three variants were built between 1947 and 1957.
In early 1955, Cessna pulled a standard A, N, from the production
line, issued it a new constructor number (c/n 609) and modified it with a
new, rectangular empennage and a 155 hp Continental O--A engine.
Further refinements, including tricycle landing gear and a 145 hp Continental
O--C engine, led to the Cessna
 prototype (c/n 612). This Model
The first delivered  prototype received the civilian
production 172 (N5000A, registration N and made its
c/n 28000) now restored maiden flight on 12 June 1955. Not
to original condition and
owned by Joe Nelson.
even the most optimistic among
the Cessna employees could have
(Joe Nelson photo) envisaged that the same basic Cessna
 design would still be in large–
scale production in 2005.

VARIATIONS ON A THEME

Largely based on the proven Model , the Model  prototype quickly
completed testing. During the last months of 1955, the first production s
rolled off the assembly line. In the first year of production, Cessna built a
total of 173 Cessna s with a list price of $8,995. Cessna advertised the
 by emphasizing its “Land–O–Matic” features—a control wheel and
spring–steel, tricycle landing gear—features that made flying even eas-
ier and more like driving a car. They touted the large, 40-degree flaps as
“Para–Lift Flaps,” which allowed take–offs and landings at slower speeds
and shorter ground rolls without the need for forward slips.
During the 1955–1985 production run of the Model , Cessna constantly
upgraded and improved the basic airplane, introducing a new, upgraded 
every year or two. Following the original model, each new model received a
unique capital letter suffi x. Cessna introduced the A in 1960 and the Q
in 1983. The company introduced name Skyhawk in 1962 for the deluxe mod-

4
 CESSNA T-41 PRODUCTION LIST

This production list includes all 867 Cessna T-A, B, C and D models built between 1964 and 1982,
with the break-down for each model as follows

Cessna T-41A Cessna built 242 between 1964 and 1970 with all ordered by USAF (with both USAF
serial and civilian registration numbers), although some aircraft were delivered to for-
eign nations—such as Chile, El Salvador and Peru—under the Military Assistance
Program (MAP).

Cessna T-41B Cessna delivered 255 to the US Army between November 1966 and March 1967 with
over 50 supplied under MAP to a variety of foreign air arms, including Laos, Para-
guay, South Korea and Thailand. Some T-Bs were supplied to foreign air arms
under MAP while others were issued to Civil Air Patrol after their withdrawal from
US Army service. Nearly 150 T-Bs are still civilian registered in the US.

Cessna T-41C Cessna delivered 52 in two batches to USAF in 1967 and 1970 (with both USAF serial
and civilian registration numbers). All were initially issued to the US Air Force
Academy (USAFA) at Colorado Springs, Colorado, although one was exported to
El Salvador. Four USAFA T-Cs were modified with a constant-speed propeller and
designated T-D, with all currently still in service with USAFA‘s  FTS.

Cessna T-41D Cessna delivered 318 to foreign air arms with only 218 issued USAF serial numbers
and subsequently supplied under MAP. The remaining 100 were ordered directly
from Cessna by Argentina (listed as R.H), Colombia (listed as R.F), Ecuador
(listed as R.G and R.H), Honduras (listed as R.H), Israel (listed as R.H),
Peru (listed as R.H), and the Philippines (listed as T-D). There is disagreement
whether these 100 aircraft should be considered T-Ds or military-model Cessna
s, as the T-D designation usually applied only to aircraft issued a US military
serial number; however, all are listed in this T-D appendix.

140
 APPENDIX C-1 (T-41A)

USAF S/N &

C/N Delivered Remarks
FAA Registration
- -/NF 1965 Assigned to  PTW, Williams AFB, AZ. To
MASDC 6 January 1972. Assigned to Hondo FSP,
20 March 1973. Still on USCAR as NF. Sold
to Heritage Museum Foundation. Preserved,
Grissom AFB, IN.
- -/NF 1965 Registered on 7 March 1975 as NF. Currently
operated by Sheppard AFB Aero Club, TX.
- -/NF 15 January 1965 Registered on 18 July 1977 as NF. Currently
operated by Randolph AFB Aero Club, TX.
- -/NF 1965 Registered on 31 March 1987 as NF. Currently
operated by Beale AFB Aero Club, CA.
- -/NF 20 January 1965 Registered on 21 February 1990 as NF.
Currently operated by Holloman AFB Aero
Club, NM.
- -/NF 1965 W/o due to wind damage, 11 May 1970, Reese
AFB, TX.
- -/NF 1965 W/o due to wind damage, 11 May 1970, Reese
AFB, TX.
- -/NF 18 February 1965 Registered on 20 July 1973 as NF. Currently
operated by Kirtland AFB Aero Club. Also
reported as preserved at USAF History and
Traditions Museum, Lackland AFB, TX.
- -/NF 1965 Assigned to  PTW, Craig AFB, AL . To
MASDC 15 February 1972. Assigned to Hondo
FSP 20 March 1973. Registered on 20 April 1988 as
NF. Currently operated by Two Jays Leasing
Co., Auburn, WA.
- -/NF 24 February 1965 Registered on 10 March 1965 as NF. Currently
operated by Eglin AFB Aero Club, FL.
- -/NF 1965 Registered on 2 July 1974 as NF. Operated
by Charleston AFB Aero Club, SC. W/o 20 July
1984 at John’s Island, SC. Registration cancelled
21 October 1992 as destroyed.
- -/NF 1 March 1965 Assigned to  PTW, Vance AFB, OK . To
MASDC 16 December 1971. Assigned to Hondo
FSP 20 March 1973. Registered on 3 December
1985 as NF. Crashed on 27 March 1986 at
Santo Domingo, Dominican Republic. Repaired.
Currently operated by a private owner, Bayamon,
Puerto Rico.
- -/NF 1965 Damaged by tornado at Woodring airport, Vance
AFB, OK , 11 August 1966. W/o.

141
 Book layout and design

by

Five Rainbows Services

for Authors & Publishers

Visit us on the web at

FiveRainbows.com

to

• Request a free quote

• View more samples
• Download free reports

we also offer

• Editing
• Indexing
• Book Covers
• Coaching
• CIP Data
• News Release Assistance
• Ghostwriting