T-41 MescaleroT h e M i l i t a r y C e s s n a 1 7 2

W a l t S h i e lJan ForsgrenM i k e L i t t l e

Volume 1Cessna Warbirds Ser ies

Fo r e w o r d b yRobert F. Dorr

Slipdown Mountain Publications LLCLake Linden, MIToll-Free: 1-866-341-3705

T- Mescaleroby Walt Shiel, Jan Forsgren, Mike Little

Text Copyright ©by Walter P. Shiel, Jan Forsgren and Michael R. Little

Illustration credits indicated in the captionsCover 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.

Th is reference book is intended solely for education and entertainment and not as an

operator’s manual or fl ying instructions.

First EditionManufactured 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 militar y incarnation the T- 41 Mescalero

T-41A Mescalero(original oil-on-canvas painting by C. M. Shiel)

XI

Walt Shiel would like to extend personal thanks to:Bob Crawford of the AETC History Offi ce 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 fl ying USAF

Mescaleros;Jim Flaviani for sharing patches from his personal collection;Marc Marchesseault for the current photographs of Hondo Municipal Airport and

the old FSP facilities;And, as always, my most patient and understanding wife Kerrie!Last, but certainly not least, I’d like to thank my two coauthors, Jan and Mike,

without whom this initial volume in the new Cessna Warbirds Series would not be the comprehensive compilation of T- history and operational use that it has became!

Jan Forsgren would like to thank the following people for supplying information and photographs of the Cessna in military uniform:

In particular, a huge `Buiochas (Th ank You) to the Irish Air Corps, Mick Bevan 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 Th ompson, João Vidal, Darasy Var and Åke Åstrand.

Th anks also to Elizabeth for supplying curry-fl avoured sandwiches.

Acknowledgements

This book could not have been completed

without the help of many people from

aroundthe world.

XII

Mike Little would like to thank:CW Jim Th omas (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 Offi ce), 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 !

ContentsAcknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . xiForeword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xviiPreface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xix

chapter oneHistory of the Model 172 . . . . . . . . . . . . . . . . . . . . . . 1

Th e Early Years . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Post–War . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Variations on a Th eme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Licensed Production. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Th e Military Takes an Interest . . . . . . . . . . . . . . . . . . . . . . . 8Th e End of the Beginning . . . . . . . . . . . . . . . . . . . . . . . . . . 10

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

chapter twoUS Air Force. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

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

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

XVII

Foreword

Th e Cessna Skyhawk is both familiar and phenomenal. It thrives on simplicity, yet its story can be told only in superlatives.

You can fi nd one almost anywhere. Th e 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? Th e answer to both questions seems to be no. Th e 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 Th omas D. Jones said, “It was very utilitarian.”

He is right. Still, neither the T- nor the civilian can be dismissed with such alacrity. Th e , 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 airfi elds shut out afi cionados 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: Th e 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. Th e good news was publication of my fi rst paid magazine article in 1954 at age 15.

If I couldn’t pilot airplanes, I could fl y aboard them and write about them. I was introduced to Cessna products during my third fl ight in an aircraft on 26 August 1954, when William B. Root fl ew me from Hyde Field to Pomonkey, Maryland, and back in his brilliant orange Cessna . I had off ered to wash his plane in exchange for a ride. “You don’t have to wash it, kid,” he grinned. “Come on. Climb in.”

My fi rst fl ight in a Cessna did not take place until 22 August 1964, when Jerome B. Curtis and I rented a at Oakland, California, and fl ew to airports at nearby Columbia, Placerville, and Nut Tree. By then, I had fi nished 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 offi cer—that’s a career American diplomat—I fl ew 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 fi rst of eight parachute jumps that were part of my frivolous young

XVIII

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 fl y in the Cessna . But in my case there was a relapse to a two-seat product bearing Clyde Cessna’s name: I made my fi rst solo fl ight 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- Th underchief (“Th ud”) to the prosaic Cessna as the T-. I doubt if even he ever had the experience I enjoyed on 24 March 1968, during my fi rst solo cross-country fl ight: I was second among fi ve aircraft lined up at the ham-merhead to take off from K- Osan Air Base, Korea. Th e other four aircraft were Th uds. My Cessna seemed puny, lined up among them. And, yes, I did fi nally 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. Th is volume contains personal stories, vivid descriptions, and more than a little humor—but it also provides specifi cations and serials that have never previously been assembled in one place.

Command pilots with tens of thousands of hours will fi nd new information on these pages. Arm-chair enthusiasts with no cockpit time will fi nd that this book enriches their knowledge and love of fl ying. 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 fi rst 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 fl ew and the jet trainers that came later.”

“I thought it was a wonderful trainer,” said retired Lieutenant Colonel Peggy Carnahan, who fl ew 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. “Th e 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 “unoffi cially adopted,” whatever that means, by the Air Force; Carnahan confi rms 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. DorrOakton, VirginiaAuthor, Air Combat

ABBREVIATIONS USED IN THIS BOOK’S PHOTO CREDITS

KAM/Pickett Kansas Aviation Museum/Robert J. Pickett CollectionLAAHS Latin American Aviation Historical SocietyMAP Military Aircraft PhotographsNASA National Aeronautics & Space AdministrationUSAF US Air ForceUSAF/AETC US Air Force/Air Education & Training CommandUSAF/USAFA US Air Force/US Air Force Academy

1

chapter oneHistory of the Model 172

by Jan Forsgren

The Skyhawk is like an old friend that has been around for years, always dependable, always underrated.

1984 Cessna Model 172 Skyhawk in flight.(Cessna photo)

HISTORY OF THE MODEL 172

2

Between 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 fi rst 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 airfi elds. 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 fl ying hours in a Cessna is rare indeed. Stable and easy to fl y, with few vices, it is a cost–eff ective 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 fl ying 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. Th e Skyhawk is like an old friend that has been around for years, always dependable, always underrated.

Th e Cessna is frequently overlooked as one of the world’s most vital and necessary aircraft. Although not designed specifi cally 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.

THE EARLY YEARS

On 8 September 1927 when Clyde Cessna formed the Cessna–Roos Air-craft Company, he had already built and fl own aircraft for 16 years. During

Clyde Cessna in the prototype Cessna

“A” series airplane,20 August 1927.

(KAM/Pickett photo)

T-41 MESCALERO

3

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. Th e 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 fi rst 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.

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-

Prototype Cessna Model T-50 “Bobcat”—NX20784

(KAM/Pickett photo)

HISTORY OF THE MODEL 172

4

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 fi ve, including Cessna.

Cessna’s fi rst post–war design—the high–wing, mixed–construction, two–seat Model without fl aps—entered production, followed soon by the slightly more spacious, fl ap–equipped Model . Th e / 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 . Th e 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 modifi ed it with a new, rectangular empennage and a 155 hp Continental O--A engine. Further refi nements, including tricycle landing gear and a 145 hp Continental

O--C engine, led to the Cessna prototype (c/n 612). Th is Model prototype received the civilian registration N and made its maiden fl ight on 12 June 1955. Not even the most optimistic among the Cessna employees could have 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 fi rst production s rolled off the assembly line. In the fi rst 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 fl ying even eas-ier and more like driving a car. Th ey touted the large, 40-degree fl aps as

“Para–Lift Flaps,” which allowed take–off s 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. Th e company introduced name Skyhawk in 1962 for the deluxe mod-

The first delivered production 172 (N5000A, c/n 28000) now restored to original condition and

owned by Joe Nelson.

(Joe Nelson photo)

140

CESSNA T-41 PRODUCTION LIST

Th is 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 Th ailand. 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 modifi ed 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. Th e 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). Th ere 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.

141

C/NUSAF S/N &FAA Registration

Delivered Remarks

- -/NF 1965 Assigned to PTW, Williams AFB, AZ. To MASDC 6 January 1972. Assigned to Hondo FSP, 20 March 1973. Still on USCAR as NF. Sold to Heritage Museum Foundation. Preserved, Grissom AFB, IN.

- -/NF 1965 Registered on 7 March 1975 as NF. Currently operated by Sheppard AFB Aero Club, TX.

- -/NF 15 January 1965 Registered on 18 July 1977 as NF. Currently operated by Randolph AFB Aero Club, TX.

- -/NF 1965 Registered on 31 March 1987 as NF. Currently operated by Beale AFB Aero Club, CA.

- -/NF 20 January 1965 Registered on 21 February 1990 as NF. Currently operated by Holloman AFB Aero Club, NM.

- -/NF 1965 W/o due to wind damage, 11 May 1970, Reese AFB, TX.

- -/NF 1965 W/o due to wind damage, 11 May 1970, Reese AFB, TX.

- -/NF 18 February 1965 Registered on 20 July 1973 as NF. Currently operated by Kirtland AFB Aero Club. Also reported as preserved at USAF History and Traditions Museum, Lackland AFB, TX.

- -/NF 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 NF. Currently operated by Two Jays Leasing Co., Auburn, WA.

- -/NF 24 February 1965 Registered on 10 March 1965 as NF. Currently operated by Eglin AFB Aero Club, FL.

- -/NF 1965 Registered on 2 July 1974 as NF. Operated by Charleston AFB Aero Club, SC. W/o 20 July 1984 at John’s Island, SC. Registration cancelled 21 October 1992 as destroyed.

- -/NF 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 NF. Crashed on 27 March 1986 at Santo Domingo, Dominican Republic. Repaired. Currently operated by a private owner, Bayamon, Puerto Rico.

- -/NF 1965 Damaged by tornado at Woodring airport, Vance AFB, OK, 11 August 1966. W/o.

APPENDIX C-1 (T-41A)

Book layout and design

by

Five Rainbows Servicesfor 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•