C-123K Provider

After serving in Vietnam, the museum’s Provider went on to further distinguished service. After retirement from the U.S. Air Force, it was acquired by the Department of State and was instrumental in the war on drugs in Peru. Moving food and medical supplies, building material, fuel, and whatever else was needed to support the forward bases, the plane took hostile fire on several occasions and was also instrumental in transporting casualties to help and safety. Because of its unique capabilities as a cargo transport plane and its ability to use unimproved landing strips in remote regions, the Peruvians nicknamed this plane “El Burro.”


The Provider is a short-range assault transport used to airlift troops and cargo onto short runways and unprepared airstrips. Designed by the Chase Aircraft Co., the C-123 evolved from earlier designs for large assault gliders. The first prototype XC-123 made its initial flight on 14 October 1949, powered by two piston engines. A second prototype was built as the XG-20 glider. It was later test flown, powered by four jet engines. The production version, with two piston engines, was designated the C-123B. Chase began manufacture in 1953, but the production contract was transferred to Fairchild. The first of more than 300 Fairchild-built C-123Bs entered service in July 1955. Between 1966 and 1969, 184 C-123Bs were converted to C-123Ks by adding two J85 jet engines for improved performance.


360° Panoramic Tour

Serial Number: 54-0658
Fairchild Aircraft
First Flight:
14 October 1949
Crew: Pilot, co-pilot, flight engineer, navigator
Payload: 24,000 lbs; or 61 troops
Powerplant: 2x Pratt & Whitney R-2800-99W radials; 2x General Electric J85-GE-17 turbojets
76 ft 3 in
110 ft
34 ft 1 in
Empty Weight:
35,366 lbs
Loaded Weight:
60,000 lbs
Maximum Speed:
228 mph
Cruise Speed:
173 mph
Range: 1,035 mi
Service Ceiling: 21,100 ft

Assignment History

The assignment history for the Air Mobility Command Museum's C-123K Provider, serial number 54-0658:

Date Location
Apr 1956 to 513th Troop Carrier Squadron, Assault (Tactical Air Command), Sewart AFB, Tennessee
Jul 1958 to 346th Tactical Airlift Squadron (TAC), Pope AFB, North Carolina
Dec 1961 to 464th Tactical Airlift Wing (TAC), Pope AFB, North Carolina
Jul 1963 to 2nd Air Division HQ (Pacific Air Forces), Da Nang AB, South Vietnam
Oct 1965 to 377th Combat Support Group (PAF), Tan Son Nhut AB, South Vietnam
Sep 1966 to 35th Tactical Fighter Wing (PAF), Da Nang AB, South Vietnam
Jul 1967 to 315th Air Commando Wing (PAF), Phan Rang AB, South Vietnam
Jul 1968 to 315th Air Commando Wing (PAF), Bien Hoa AB, South Vietnam
May 1970 to 24th Special Operations Wing (Southern Air Command), Howard AFB, Panama
Nov 1971 to 906th Tactical Airlift Group (Air Force Reserve), Lockbourne AFB, Ohio
Jun 1975 to 356th Tactical Airlift Squadron (AFR), Lockbourne AFB, Ohio
Jan 1976 to 355th Tactical Airlift Squadron (AFR), Rickenbacker AFB, Ohio
Jul 1987 to Military Aircraft Storage Center (Air Force Logistics Command), Davis-Monthan AFB, Arizona
Apr 1987 Disposition by transfer to U.S. State Department
Notify of

Oldest Most Voted
Inline Feedbacks
View all comments

Anyone remember the C-123K Special Operation Squadron, at Tan Son Nhut AB,. Sep 1969 to Sep 1970.near Saigon, ? I was there during this time.

I just stumbled across this site. I was in the Air Force reserve at Westover Air Force Base Massachusetts in 1976 through 1978. I flew the C1 23K. We had one bird that had been used in operation ranchhand, and it still smelled like Agent orange. I hated flying it, because the smell was so bad. As far as I know, we never had anyone Who was affected by anything toxic. I have a question. I was trying to remember did the J 85 outboard engines on the C1 23K run on JP4? I think they must have, but I don’t remember refueling the airplane with two separate kinds of fuel. Obviously, the recips ran on avgas. Can anyone enlighten me?

Yes the same fuel was used for the jets as was for the piston engines.

I’m a retired USAF engineer doing research on airdrop in SEA. Can anyone tell me if the C-123 cargo door/ramp could be opened from the cockpit in flight for an airdrop, or could it only be opened by the LM in the cargo bay? If it was operable from the flight deck, would it have been opened by one of the pilots or the FE?


The cargo door and ramp could only be operated by controls at the rear of the cargo compartment. (I was a pilot with the 777th TCS, the second squadron deployed from Pope AFB to Danang for six month temporary duty spring-summer of 1963. We were replaced by PCS personnel forming a new PACAF squadron in-place.)

Flew as FE at phan rang AB VN March 69 thru March 70. Best trash hauler ever. Our squadron received a letter of Congrats for hauling a lg group of nva from Parrots Beak to an R&R ctr in southern VN. When we picked them up, they were wearing SVM ranger uniform, which were very blood soaked. Found out they had wiped out the svn outfit and dressed in their uniforms. Lots of egg on many faces.

I was a C-123K Loadmaster at Da Nang AB 68-69. Came to Tachi in July 69 to the 815th TA Sq. When we stopped flying at Tachi, I was submitted for consideration to fly on the RTAF C-123 at Tachi./ Yoktoa AB Before the selection, we were Air Evaced to the states when my wife had a Brain tumor. I was then transfered to McGuire AFB. All my records were lost when the 815th moved to Clark AB. In the spring of 70 I returned to try finding my records. The Flight records turned up in a desk at Yokota, AB where they had be reviewed for the assignment. I have a pic of the RTAF C-123 in the snow at Tachi, I’ll have to look for it.

In August 1971 I trained on the C123K as an A1C at England AFB, Louisiana with the 4410 Combat Crew Training Squadron. Attended FTD school there to gain in depth training of the aircraft. We trained VNAF pilots there for the duration. Worked the night shift which consisted of just a handful of men to service, maintain, and repair the aircraft every night, there were approximately 27 aircraft and we really busted ass every night trying to get them ready for next mornings missions.

AGENT ORANGE question. I selected a C-123K assignment to Phang Rang as my first assignment out of pilot training, and flew the aircraft at England AFB before heading for Vietnam. At Fairchild AFB, 4 days before my departure from San Francisco to Clark for Jungle Survival School, my assignment was cancelled along with all C-123/C-47 assignments and we were reassigned to SAC and MAC. My question is, were the C-123Ks we flew at England AFB in the fall of 1971 included in the inventory suspected of having previously carried AO or having been flying combat ops in SEA? I was on the ground in Saigon and at based in Thailand where AO was used, so my cancer is already covered. Just curious about it because England aircraft aren’t mentioned in the VA documents.

I was stationed at England AFB May 69- May 70, 309S FTD Squadron after a tour in (RTAGB) April 68-69. During my time at England two C-123 Spray Birds were parked in the Hanger. I worked on these Aircraft. I think they were parked there waiting to be transferred to another base or Davis Monthan. The Department of Defense has not identified any location on England Air Force Base , Louisiana, where Agent Orange was used, tested, stored, or transported. Does anyone remember these aircraft?

I know this is a little late coming as I just found this web page. My name is David Long, I was a Sgt. stationed at England AFB in 1971 and 72, I was transferred from Yokota AB as a crew chief on the C54 and C118s. My job at England AFB was NCO in charge of the 780 section. It was my job to start the newly formed 780 section and take care of all the new arriving recip aircraft and the permanently assigned equipment to each plane. Part of that job was to remove all the spray equipment and tanks used in the spraying the Agent Orange for the 123k aircraft. As the planes arrived I would spend days removing all the spray piping and spray heads to include the tanks that stored the agent. Each day I was soaked with this fluid and after leaving work I would go home to my wife and new born son. To answer your question yes there was Agent Orange equipment on the 123K aircraft at England AFB and no the government will not acknowledge the fact these aircraft were there. I have been fighting with them for almost 4 years about this with no luck. I have been diagnosed with Parkinson’s, Heart disease and type 2 diabetes. Unfortunately my son is now diagnosed with the same and he has no recourse. I am trying to locate any information, pictures anything that may help me get my disability rating for this. My last tour was at Udorn AB Thailand in 1974-75, the end, working under USMACTHAI crewing T28s which this base was supposed to be on the list for Agent Orange but I cant prove our classified unit teaching Viet nam and Cambodians and Laotians was located in a secured area on the perimeter of the base. I have to say our veterns hospitals are great but our government evaluators are jerks. I would love to hear from anyone with information.

I too just found this web page. SFC ARMY RETIRED / SSG E5 AIRFORCE 30150 Kenneth Walker. I worked on aircraft avionics intercoms, radios from 1968 to 1972 at England AFB with the 850 FMS?, including ARC-27s and psychological warfare PA amplifiers, that were sent in from the flight line for repair. I was exposed to lead and depleted uranium dust the radios sucked into their heat exchange; radios that I handled and cleaned inside with compressed air. My wife washed and steam iron pressed my fatigues and died of non-Hodgkin’s follicular lymphoma and leukemia in 2018, she was diagnosed in 2009.
I also ate at the roach coach and Hernandoe’s hideaway; close to the wash rack where planes were washed. There were OE2? pusher prop, Bat 21 type aircraft in the movie with Danny Glover. Aircraft that my cousin, a LT COL RETIRED, flew behind C-123s spraying agent orange; to spot surface to air missiles launched at the C-123 in their blind spot. He was awarded a VA disability for his exposure to Agent Orange for prostate cancer. The jet engine test facility was to the south beyond the flight of C-123s you are writing about. I have prostate cancer (with 5 other male relatives with no prostate cancer), deteriorating handwriting, tremors, hepatic/fatty liver, digestive tract problems, and enlarged spleen.

The A-10s and the A-37s flew to ranges firing depleted uranium rounds lead rounds in air contaminated with particulates that coated the engines and heat exchangers of their radios, ARC 54 and 109. The turbine engines were cleaned with walnut shells removing the dust that contained residue from rounds expended at those ranges spraying the flight line with cancer causing particulates. The small arms range to the east was closed for lead contaminates.

I remember an argument with the C-123 crew chief about getting and connecting an APU to the C-123 to check the radios with 28 volts DC. The batteries weren’t to be used for checking the radios. When I climbed into the plane, I smelled what I now think was residue from Agent Orange spraying. The VA took years to deny my claim. With my wife’s cancer I couldn’t pursue the byzantine network of ass covering denial of responsibility for my problems. I was surprised to see a C-123 at the museum. Some articles I’ve read lead me to they were all scrapped and melted into ingots to destroy the contamination. The last VA claim consultant told me there were no C-123s at England AFB that were used for spraying Agent Orange during the time I served.

I was at basic in one of the last classes at Amarillo Texas. After pulling KP at the steam heated pot scrubbing station, a leadership position, I developed what I thought was a bad cold. Sick call gave me no relief and I barely passed my final PT test to graduate. Helicopters’ that crashed in Vietnam were stored on base. I wondered if they were contaminated with Agent Orange and had contaminated the ground water. A friend who was in Vietnam had bad psoriasis. He died of a heart attack training for the Army PT test. That and the death of others makes me wonder about the medical screening and is a story for another time.

Do you know if Agent Orange was stored on the base at Yokota? My father insisted the barrels were stored behind the RAPCON in ’68-’72.

Never really knew about AO back in 1971 while at England AFB, LA. No one ever talked about it then.

My vietnamese uncle flew a c123 in 1963 to parachute sog commandos in north vietnam, but died in 1964 when his plane struck monkey mountain. He was formed in Hurlburt field, Florida. Did someone knew this contingent of south vietnamese aircrew who are training to low-level flight and para drop in Hurlburt 1963-1964 ?

First Flight Detachment of MACSOG

I flew the C 123K in the 310th Tac Airlift Squadron first at Phang Rang, then later at Tan Son Nhut. I had the honor of being inducted into the enlisted organization of the “Red Eyes” as an officer. I was an aircraft commander and have many memories of flying the C123. I was 25 years old, the oldest person on my crew, and as the aircraft commander(same as a captain in the airlines) was the boss of our crew which as I look back is astounding to have had such responsibility at such a young age. That’s a tribute to the Air Force training and the guys on my crew. I definitely remember Tony Arzate and would appreciate your sending this to Tony along with my email so I could say hello to him. Recently, I was contacted by Terry Justice who was my flight mech(flight engineer) and it was great to talk to him after all these years. As I look back on my time in the C123, I am glad to have had the time flying that aircraft when I was young and adventurous. A lot of great guys in my squadron.

I know you Jim Eye. We spent a lot of time together. I lost my NCO club card for you. Lol. I have been in touch with Frank and Randy. Oh ya remember the sand bags

Jim!!… how are you man?… get in touch via my email posted, I’ll look forward to hearing from you and catching up on life!

After ALL these years of searching I accidentally ran into this notice!.. I got ‘goose bumps’ immediately and started tearing up… I am ‘TonyEye’ Arzate and had the Honor of serving on the C-123K ‘Bookies’ and with My Brothers in Vietnam… those memories have followed me throughout my life since…I have never since experienced the Brotherhood and true friendships of that time… I so remember ‘JimEye’ my Aircraft Commander on many a mission…as too ‘Red’, one heck of a Loadmaster, and David Logsdon a dear friend and fellow crewman… I’d been trying to find the ‘Red Eyes’ for so many years now….. and until now all had been a futile effort…. can anyone please tell me how to contact JimEye or any of the Red Eyes?… Please forward this email address to any or all …. I will await with anticipation….. PilotB747L1011@gmail.com

JimEye… I just posted the below … I am in the hope you will read it and reply via my email address…looking forward to hearing from you man!…‍✈️…but just in case Here’s the address again…PilotB747L1011@gmail.com

Jim my father was in the 310th at the same time you were. His name is Charles Lewis he was a flight mechanic. I was wondering if you knew him?

Can anyone tell me if any C123’s were ever worked on at Tachikawa Air Base in 1968 to 1969?

Scott, I lived at Tachi from 1970 to 1972, my father was a C-123 pilot who was one of the USAF personnel liaised to the Royal Thai Air Force Detachment there. When we lived at Tachi, the runway was closed and aircraft flew in and out of Yokota AFB. The RTAF flew 123s and used Yokota as their strip. The RTAF squadron had their office in Tachi. My father doesn’t remember if 123s flew out of Tachi and doesn’t think they did. On a side note, I left Japan at the end of 1972, joined the Navy, flew back Space A to Yokota in mid 1973 to visit my family who was till there and my father asked if I wanted to go with him and the Thais to Korea? I got to fly in the 123 with him on the trip, what a great experience.

Scott I was the aircraft mechanic on those birds exactly the same time your Dad was piloting them. Major Zirger and Captain Erickson were the two training pilots. Worked on the C123s for 3 years- pretty much knew them inside and out.
Small world. A friend of mine from NKP Thailand just sent this link to me today. Say hello to your dad for me and wish him well.

your welcome to come and join the tachikawa air base facebook group, we have over 3000 in the group https://www.facebook.com/groups/377719578936686/

Scott I don’t know about the 123s at Tackikawa. When I got there in 70 Tachikawa was closed due to a ground fault under the runway. I was crew chief on one of the three C123s at Yokota. They were training birds for the Royal Thai Air Force. Worked on them until 72 and had my four year Air Force stint over.

What was the fuel capacity of the aircraft? Was Avgas the fuel?

728 gal in each naciel “drop” tank with approx 100 gal drop wing tanks. All tanks could be dropped. Fuel was avgas 115/145. J85 jets drank the same gas. I was a crew chief in ops “Heavy Hook” 1968 Nha Trang.


While searching on the inter-net, I came across your web site, very interesting.

I have a question regarding the first C-123 and UC-123K’s during the Vietnam War. Were they delivered in Natural Metal or were they in the SEA Camouflage? Most of the pictures that I have seen show it in the SEA colors but I have not seen too many if at all of them in natural metal that were taken during the war. I have seen a lot of pictures of the B’s in natural metal though.

Thank you in advance.

Michael Turner

115-145 grade avgas. each necel tank behind those R2800 engines held 728 gallons. All tanks could be jettisoned. I believe the pylon tanks were around 100 gals. Soo total capacity would be close to 1700 gals.

I served at Nha Trang AB on UC123K’s in 1968. I only saw one that was without camo. Ours were camo black. Operation Heavy Hook.

UC-123K’s out of Nha Trang AB were camouflaged black. We had 3. Tail #’s A,B and C. That confused the hell out of TA’s who needed numbers. We also flew in civilian clothes.

The tail markings “WM” was the designation of the 310th TAS at Phan Rang AB, Viet Nam. I worked the Phase Docks there from Jan. 71-Dec.71.
After being a Crew Chief on A-1E’s at Hurlburt Field, I loved the C-123’s at Phan Rang

I was a crew chief, 310th from Dec 69 to Dec 70, also worked the A1E at Hurlburt before shipping over

Another proud flight engineer of the C-123k flying for the 356th out of Rickenbacker 1976 thru 1982 under Jack Romero. Charley Mercer and Frank Chraznowski trained me, I have many good memories with friends traveling all over in these birds.

Jack Romero was my father; he passed away about 25 years ago. It is great to stumble upon your mention of him. He joined-up in the early 1950s and I think that he was originally assigned to the “Flying Boxcar” and shortly thereafter went on to the Provider/C-123. He supported the C-123 for decades and I was able to visit him several times at Lockborne/Rickenbacker.

I flew on the C=123K in Nakom Phanom Thailand with the “Candlesticks”. We flew night missions over The Trail. We were forward air control and flare drops. We carried a crew of pilot, copilot engineer and two loadmasters. We carried two starlight scopes and 100 flares, and spotted trucks and called in fighter support.

Can someone tell me what the internal cargo area dimensions were for the C-123 Provider?

According to the 1C-123B-9 Cargo Tech Manual, Paragraph 2-5:
“The cargo compartment, including ramp, is basically a rectangular space 444 inches long, 98 inches high and 110 inches wide between the inner walls of the main wheel well.” This includes the retractable loading ramp. The paragraph then talks about some of the unusable pockets within that space, including considerations for utilizing the ramp for cargo. Followed by, “The length of the compartment forward of the ramp is 345 inches along the centerline of the aircraft, but because of [lists several factors] limits this distance to basically 290 [usable] inches.”

Thank you for the information. Follow up: is that tech manual available anywhere online?

I was a Loadmaster in the 24th SOW – 605th SOS at Howard AFB, Panama from June 1970 to August 1971. Checking my logs, I flew on this aircraft many times during that period.

I proudly served on board the C-123K as a ‘Flight Engineer’ in Vietnam under Operation ‘Ranch Hand’, having trained at Hurlburt Field, Eglin AFB, Fl., we were all ‘performance qualified’, Flight qualified, Airdrop qualified.. from there I was assigned to the 315th Air Commando Wing initially at Phan Rang AB, Vietnam. There were 2 parts to the Squadron, one being the famous or infamous some think ‘Spray Birds’, the second was the ‘Fly to were ever-when ever’ bunch, anything involving Troop movements, Cargo, Air Drop etc., I flew with the latter.. We were a bunch of ‘gung ho’ sort of group of young Air Crews, but were like ‘Brothers’.. I belonged to a small group calling ourselves the ‘Red Eyes’, each had a special designation call name, i.e. Tony-i, Dave-i, etc., We flew all over Vietnam. The most demanding mission was that of Volunteering to fly into the border between Laos and Vietnam to evacuate a Montagnard Village ( the famous peoples who so valiantly helped fight the VC and who where attached to Special Green Beret Units), We flew under the control of a FAC (foward air controller) dropped in specially for the mission.. there was nothing there except for a dirt kinda strip , our landing zone.. landed from up high, due to heavy mortar fire.. made a hard landing and evacuated the entire Village, did 3 trips in and back that day.. in the process getting peppered with small ground fire the entire time. My time with the C-123K Providers has been the Best of my time til now… just a bit of History for all to read and remember.

The Ranch Hand Association will be holding its 51st reunion during Columbus Day weekend at the Ramada Beach Resort in Ft Walton Beach, FL. Feel free to be there.

Thank you very much for the information Joe…unfortunately I lost the link and due ‘other’ problems I I’d been able to re-research this site until now… too bad I missed the gathering…but if you ever find any more information, I would be very thankful….. Antonio-‘TonyEye’

I was a traffic control duty officer in 604 MASS at Clark AB from 5 July 1971 to 29 March 1974. My unit serviced all airlift aircraft that landed and departed Clark. Among those were those temporarily transient at Clark from Viet Nam and other SEAsia areas for aircraft maintenance and were assigned to unit’s at Clark, like the 405th FW C-123s. Many of these were Agent Orange C-123s. My unit provided fleet service maintenance and cleanup on all of those aircraft. I am looking for anyone who can attest to the fact that there were regular and repeated requirements to clean up agent orange residue or breath agent orange on the C-123s.

Mr. Arzate, thank you for your service. I’m writing a story about a 123 crew and I wondered if I could ask you a few questions. First, in the literature, the crew is listed as four: pilot, co-pilot, navigator and flight engineer. Was there a loadmaster added in Vietnam? If not, who handled the cargo? If it was the flight engineer, did the pilot work his own throttles in the 123? My father was a flight engineer on a 118, and a 123 in the war, and I believe he told me controlled the throttles. Also, was the navigator usually an enlisted man? Thanks, I’d really appreciate any help you can give, and I thank you in advance for your time.

I flew in the 310 Air Commando C-123s 1965-1966. We only carried a Nav on

drops and over water (to Clark, etc.) The loadmaster was an assigned member of our crew with the engineer. My loadmaster was young but outstanding (later retired as an E9). He passed on a few years ago (too much Agent Orange). They tried to NOT spray directly over the Special Forces Camps so we flew it in (55 gal. ) and they sprayed it around.

I rode on a military hop on leave from the Army in 1959, on an Air National Guard C-123. There was an E-5 sergeant who was the loadmaster/crew chief and he spent all his time in the cargo hold, even though there was no cargo. One interesting event was when I pushed my nose against the cargo door window and it popped open, as it hadn’t been latched. In a flash, I had one hand on something inside the door and the other hand on the ripcord. I thought I might go out, but the sergeant came streaking across the hold and grabbed me by the belt and pulled me back. He had neglected to latch the door. The pilots noticed something and called back, asking what had happened. I told the sergeant that we didn’t need to tell anyone about it and could keep it our own secret. He looked very relieved, but I’ll bet he never failed to double-check that latch again.

George,… Thank you for your questions and inquiries… The C-123K crew consisted of Pilot, Co-Pilot, Flight Engineer and a Loadmaster…at least in my Unit in Vietnam 1970-1971, the Loadmaster handled all the cargo/personnel in the cargo compartment….the Flight Engineer set the ‘Engines Power settings, mixtures and outboard Jets’ As Read the appropriate Check Lists……if I may ask, who was your father and when did he serve in Vietnam?…I hope this helps you, feel free to ask away..all my Best to you and yours…. ‘TonyEye’

In the April 1956 entry I believe the base should be Sewart AFB, Smyrna, TN instead of Stewart AFB (New York). Very common mistake. In the Nov 1971 entry the word Lockbourne is spelled incorrectly. Really enjoying this web site. God bless our troops, past and present.

While at Rickenbacker AFB I became the crew chief of this aircraft. I crewed it from 1974 till 1982. When the aircraft arrived at Rickenbacker the right wheel door was opened for the first time and a spent 50 caliber spent shell fell out. The aircraft was one of the most dependable of the fleet. It never aborted a flight while I crewed it. The left engine (#1) lasted to its time limit. It had been nearly maintenance free and it was decided to extend the overhaul time 10%. at the end we were slowly sending planes to Davis-Monthan AFB for final storage. One schedule to be shipped soon had low time engines. 658’s left engine was high time and was swapped to that airplane that left a few weeks later for storage. I was also a flight mechanic and flew a few maintenance test flights on it.

I was a “Flight Line Mechanic” and flew on this particular aircraft as a “Flight Mechanic” for the Air Force Reserves at Rickenbacker AFB from 1975 to Nov 1976. I was with the 302nd TAW at that time that included all C-123Ks from Rickenbacker Air Force Reserve Base, 911 Pittsburgh USAF Reserve Base, Pittsburgh PA and Westover AFB MA. I flew all the Rickenbacker C-123Ks including UC-123-Ks, and all 911 TAS in Pittsburgh PA and accumulated over 1800 flight hours total as a Flight Mechanic. The official crew designation at time for the C-123K was Flight Mechanic and not Flight Engineer. The reason why from what I was told that Flight Engineers attended the USAF Performance Course and Fight Mechanic were not required to be performance qualified. I later attended the USAF Flight Engineer Performance Course at Altus AFB in 1982 when I was upgrading to a C-141B Flight Engineer position for the 313 TAS in Mc Chord AFB.

While serving with the 82nd Abn Recon Company I was involved with some testing of the c-123s. We would load up at Pope AFB, short flight, land on a drop zone, same areas we jumped on (can’t remember which one now) not quite stopping the plane. tail was dropping as we were landing, got the green light while moving and we would exit the plane. Drive around simulating and assault and return to a landing plane, still moving forward on the drop zone, up the ramp, secure the “jeep” signal the flight crew and up we would go. Very exciting stuff for a young man. They were something new to all of us and they were just starting to use them as jump planes, I was jumping c-119’s Globmasters? c-118s I think and we were starting to use twin rotor helicopters, Shawnee’s I think also Beaver small aircraft. Lot’s of fun for a young guy. but I said that, smiling of course. this was around 1955 or 1956

Just to clarify, C-119 was the “Flying Boxcar”‘ The “Globemaster” was the C-124. Bill

Yea, great story!… and it gives some Historical perspective to what eventually was to become and the evolution of the famous C-119 Boxcar… I was re-assigned from a C-123K Squadron while in Vietnam to a Highly Decorated AC-119K ‘Gunships ‘ Squadron ..flew Combat missions throughout Vietnam, Cambodia and Laos until end of December 1972 out of FOBs Bien Hoa, NKP and DaNang ……. Thank you for your story!

Danny Batchelor, August ‘67 myself and 2 other Navy guys (Ensign Gary Parrot & Seaman Christopher Dashper) reported for Jump School @ Phan Rang, RVN conducted by Maj Clinton Sunday, Commander, Support Btl. 101st Airborne Division.
We arrived on Tuesday, 2 days late for the 5 day jump school but they let us join the 40 Army guys anyway.
We did the 50’ tower Wed morning and made our first jump that afternoon from two C-123Ks, followed by 2 more jumps Thursday and our final two Friday. The three of us were awarded our jump wings when we got back to base Friday afternoon and we flew back to Danang the next day.
The DZ, which was a bunch of rice paddies, had to have a security sweep each morning.
I always tell people, “you don’t have to have a lot of training to jump out of an airplane, you have to have motivation!”

My father was the pilot of a C123. He was shot down at Khe Sahn, March 6, 1968, with 49 Marines on board; no survivors. Anyone know him or specifics of crash? I have the official reports, etc. just wonder about details I haven’t heard. Much obliged.