Flight Across the Pacific - Revision history

WikiSysop at 17:09, 2 November 2019

2019-11-02T17:09:21Z

← Older revision		Revision as of 17:09, 2 November 2019
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	A-26 #651 survived many missions over the trail, eventually ending up in the “boneyard” at Davis Monthan AFB. Today, it is on display at the Korea Aerospace Industries (KAI) Museum in Sacheon, South Korea.		A-26 #651 survived many missions over the trail, eventually ending up in the “boneyard” at Davis Monthan AFB. Today, it is on display at the Korea Aerospace Industries (KAI) Museum in Sacheon, South Korea.



	[[File:Nelson brothers.jpg\|1000px \|center]]		[[File:Nelson brothers.jpg\|1000px \|center]]
	Frank Nelson (right) and brother Steve Nelson, sitting atop [[64-17651]] at Cam Ranh Bay Air Base, October 22, 1967.		Frank Nelson (right) and brother Steve Nelson, sitting atop [[64-17651]] at Cam Ranh Bay Air Base, October 22, 1967.


	[[File:64-17651.jpg\|1000px \|center]]		[[File:64-17651.jpg\|1000px \|center]]
	A-26 #64-17651 departing Cam Ranh Bay AB, Vietnam on final leg of flight from McClellan AFB, California to Nakhon Phanom, Thailand. Pilot, Capt. Seijun “Juni” Tengan, and navigator Frank Nelson, October 22, 1967.		A-26 #64-17651 departing Cam Ranh Bay AB, Vietnam on final leg of flight from McClellan AFB, California to Nakhon Phanom, Thailand. Pilot, Capt. Seijun “Juni” Tengan, and navigator Frank Nelson, October 22, 1967.


	[[File:64-17651.(2).jpg\|1000px \|center]]		[[File:64-17651.(2).jpg\|1000px \|center]]
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			[[File:Midway Island Flight Operations Building.jpg\|1000px \|center]]















	Flight Operations building on Midway Island. October 14th, 1967		Flight Operations building on Midway Island. October 14th, 1967


			[[File:Wake Island.jpg\| 1000px\|center]]
	Wake Island		Wake Island


			[[File:Wake Island Monumnt.jpg\|1000px\|center]]
	Marine Corps monument on Wake Island.		Marine Corps monument on Wake Island.

WikiSysop at 16:54, 2 November 2019

2019-11-02T16:54:30Z

← Older revision		Revision as of 16:54, 2 November 2019
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	[[File:Nelson brothers.jpg\|1000px center]]		[[File:Nelson brothers.jpg\|1000px \|center]]
	Frank Nelson (right) and brother Steve Nelson, sitting atop [[64-17651]] at Cam Ranh Bay Air Base, October 22, 1967.		Frank Nelson (right) and brother Steve Nelson, sitting atop [[64-17651]] at Cam Ranh Bay Air Base, October 22, 1967.


	[[File:64-17651.jpg\|1000px center]]		[[File:64-17651.jpg\|1000px \|center]]
	A-26 #64-17651 departing Cam Ranh Bay AB, Vietnam on final leg of flight from McClellan AFB, California to Nakhon Phanom, Thailand. Pilot, Capt. Seijun “Juni” Tengan, and navigator Frank Nelson, October 22, 1967.		A-26 #64-17651 departing Cam Ranh Bay AB, Vietnam on final leg of flight from McClellan AFB, California to Nakhon Phanom, Thailand. Pilot, Capt. Seijun “Juni” Tengan, and navigator Frank Nelson, October 22, 1967.

	[[File:64-17651.(2).jpg\|1000px center]]		[[File:64-17651.(2).jpg\|1000px \|center]]
	A-26 #17651 on display at the Korean Aerospace Industries Museum (KAI) Photo courtesy of Don Vogler. Photographer was Abby Grace Michelsen granddaughter of Major Michael W. Michelsen, 609th SOS Nimrod navigator.		A-26 #17651 on display at the Korean Aerospace Industries Museum (KAI) Photo courtesy of Don Vogler. Photographer was Abby Grace Michelsen granddaughter of Major Michael W. Michelsen, 609th SOS Nimrod navigator.

WikiSysop at 16:52, 2 November 2019

2019-11-02T16:52:54Z

← Older revision		Revision as of 16:52, 2 November 2019
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	[[File:Nelson brothers.jpg\|center]]		[[File:Nelson brothers.jpg\|1000px center]]
	Frank Nelson (right) and brother Steve Nelson, sitting atop [[64-17651]] at Cam Ranh Bay Air Base, October 22, 1967.		Frank Nelson (right) and brother Steve Nelson, sitting atop [[64-17651]] at Cam Ranh Bay Air Base, October 22, 1967.


	[[File:64-17651.jpg\|center]]		[[File:64-17651.jpg\|1000px center]]
	A-26 #64-17651 departing Cam Ranh Bay AB, Vietnam on final leg of flight from McClellan AFB, California to Nakhon Phanom, Thailand. Pilot, Capt. Seijun “Juni” Tengan, and navigator Frank Nelson, October 22, 1967.		A-26 #64-17651 departing Cam Ranh Bay AB, Vietnam on final leg of flight from McClellan AFB, California to Nakhon Phanom, Thailand. Pilot, Capt. Seijun “Juni” Tengan, and navigator Frank Nelson, October 22, 1967.

	[[File:64-17651.(2).jpg\|center]]		[[File:64-17651.(2).jpg\|1000px center]]
	A-26 #17651 on display at the Korean Aerospace Industries Museum (KAI) Photo courtesy of Don Vogler. Photographer was Abby Grace Michelsen granddaughter of Major Michael W. Michelsen, 609th SOS Nimrod navigator.		A-26 #17651 on display at the Korean Aerospace Industries Museum (KAI) Photo courtesy of Don Vogler. Photographer was Abby Grace Michelsen granddaughter of Major Michael W. Michelsen, 609th SOS Nimrod navigator.

WikiSysop at 16:52, 2 November 2019

2019-11-02T16:52:07Z

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 The morning of 11 October was a beautiful autumn day.  We received our weather briefing and it looked very good.  Enroute winds were forecast to be relatively light and mostly out of the northwest.  In order to keep things simple, I broke the mission into 3 sections, computing a heading for each leg.  I also computed a point of no return; just in case things did not go as planned.  Climbing out from the Sacramento area we leveled off at 8,000 ft. and headed for San Francisco. About 30 miles from San Francisco we could clearly see the Golden Gate Bridge--and beyond it--the Farallon Islands.  Although Juni and I had both flown this same route in the KC-135, there was a different feeling about this trip.  Maybe it was the lower altitude, the slower speed, or the noise from the two Pratt & Whitney R2800 engines.  Whatever it was, this seemed like more of an adventure than any of those crossings in the KC-135.
 Shortly after we passed over the Farallons, Juni turned to me and said it was my turn to fly the aircraft.  While I was flying the aircraft on our earlier test flight it seemed relatively easy.  This was not the case however, now that we were much heavier with a full fuel load.   Holding the correct heading didn’t seem to be very difficult but altitude control was another matter.  We were supposed to be at 8,000 ft. but for that first hour I was usually somewhere between 7,500 and 8,500 ft.  Juni didn’t say much; he just let me struggle with it and by the end of the hour I was starting to get a better feel for it.  When I wasn’t flying the airplane, I would get on the HF radio and make a position report; otherwise, there was not a whole lot to do.  All the aircraft’s systems were functioning perfectly--next stop Hawaii!
@@ Line 26: / Line 25: @@
 By this time, we had climbed to an altitude of 13,000 ft. and it would not be long before the Hawaiian Islands would become visible.  We got a TACAN lock-on 90 miles out.  I estimated we were 4-5 miles north of our intended course so we made a correction to the heading and contacted air traffic control.  We flew in just south of Diamond Head and turned northwest for our approach and landing at Hickam AFB.  Total flying time was 10 hours 30 minutes.
 As we taxied in a “follow me” truck guided us to our parking spot where a blue Air Force bus was already waiting.  Much to my surprise, as we shut down the engines, Juni’s family started coming off the bus with flower leis in hand.  It was a wonderful ending to our flight.  In short order Juni, myself, and our crew chief had 3 or 4 lei’s around our necks.  All-in-all, it was a real Hawaiian welcome that I will always remember.
@@ Line 66: / Line 64: @@
 However, there was a bright side to this episode.  My brother, Steve, was in the Army and had recently been assigned to duty at Cam Ranh Bay as a transportation officer.  After a few phone calls, I was able to make contact with him.  Steve was able to join Juni and me later that evening at the Officer’s Club.  The next morning he met us on the flight line and saw us off.  Actually, there were a number of people there to watch us taxi out.  Word had gotten around about the A-26 on the flight line.  The maintenance folks had gotten all our comm/nav equipment dried out and we were ready for the final leg to Nakhon Phanom.  After a smooth, uneventful flight we landed at Nakhon Phanom Air Base.  The date was October 22, 1967.  Our total flight time for the trip was 40 hours and 25 minutes.  Seven days later, I squeezed into the jump seat behind Bill Potter and Carlos Cruz for my introduction to the Ho Chi Minh Trail.
 Juni and I flew together until August 1968. He returned to duty in Hawaii flying KC-135s and I continued flying with the Nimrods until the end of September 1968.  My next assignment was a C-130 squadron at Dyess AFB, Texas.  Juni and I stayed in touch over the years and I visited him and his family several times.  In July 2007 I spoke to him about attending the Nimrod reunion.  Unfortunately, he said he was unable to attend.  In late October I called to tell him about the reunion.  I also sent him a copy of Roger Graham’s book “The Nimrods”.   A few weeks later his wife, Chuck, notified me that Juni had passed away on the November 24, 2007.
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+[[File:64-17651.jpg|center]]
+[[File:64-17651.(2).jpg|center]]
+A-26 #17651 on display at the Korean Aerospace Industries Museum (KAI)  Photo courtesy of Don Vogler. Photographer was Abby Grace Michelsen granddaughter of Major Michael W. Michelsen, 609th SOS Nimrod  navigator.

WikiSysop at 16:12, 2 November 2019

2019-11-02T16:12:45Z

← Older revision		Revision as of 16:12, 2 November 2019
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	By this time, we had climbed to an altitude of 13,000 ft. and it would not be long before the Hawaiian Islands would become visible. We got a TACAN lock-on 90 miles out. I estimated we were 4-5 miles north of our intended course so we made a correction to the heading and contacted air traffic control. We flew in just south of Diamond Head and turned northwest for our approach and landing at Hickam AFB. Total flying time was 10 hours 30 minutes.		By this time, we had climbed to an altitude of 13,000 ft. and it would not be long before the Hawaiian Islands would become visible. We got a TACAN lock-on 90 miles out. I estimated we were 4-5 miles north of our intended course so we made a correction to the heading and contacted air traffic control. We flew in just south of Diamond Head and turned northwest for our approach and landing at Hickam AFB. Total flying time was 10 hours 30 minutes.

			[[File:A26 Pacific 2.JPG\|center]]

	As we taxied in a “follow me” truck guided us to our parking spot where a blue Air Force bus was already waiting. Much to my surprise, as we shut down the engines, Juni’s family started coming off the bus with flower leis in hand. It was a wonderful ending to our flight. In short order Juni, myself, and our crew chief had 3 or 4 lei’s around our necks. All-in-all, it was a real Hawaiian welcome that I will always remember.		As we taxied in a “follow me” truck guided us to our parking spot where a blue Air Force bus was already waiting. Much to my surprise, as we shut down the engines, Juni’s family started coming off the bus with flower leis in hand. It was a wonderful ending to our flight. In short order Juni, myself, and our crew chief had 3 or 4 lei’s around our necks. All-in-all, it was a real Hawaiian welcome that I will always remember.

WikiSysop at 06:56, 2 November 2019

2019-11-02T06:56:55Z

← Older revision		Revision as of 06:56, 2 November 2019
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	The morning of 11 October was a beautiful autumn day. We received our weather briefing and it looked very good. Enroute winds were forecast to be relatively light and mostly out of the northwest. In order to keep things simple, I broke the mission into 3 sections, computing a heading for each leg. I also computed a point of no return; just in case things did not go as planned. Climbing out from the Sacramento area we leveled off at 8,000 ft. and headed for San Francisco. About 30 miles from San Francisco we could clearly see the Golden Gate Bridge--and beyond it--the Farallon Islands. Although Juni and I had both flown this same route in the KC-135, there was a different feeling about this trip. Maybe it was the lower altitude, the slower speed, or the noise from the two Pratt & Whitney R2800 engines. Whatever it was, this seemed like more of an adventure than any of those crossings in the KC-135.		The morning of 11 October was a beautiful autumn day. We received our weather briefing and it looked very good. Enroute winds were forecast to be relatively light and mostly out of the northwest. In order to keep things simple, I broke the mission into 3 sections, computing a heading for each leg. I also computed a point of no return; just in case things did not go as planned. Climbing out from the Sacramento area we leveled off at 8,000 ft. and headed for San Francisco. About 30 miles from San Francisco we could clearly see the Golden Gate Bridge--and beyond it--the Farallon Islands. Although Juni and I had both flown this same route in the KC-135, there was a different feeling about this trip. Maybe it was the lower altitude, the slower speed, or the noise from the two Pratt & Whitney R2800 engines. Whatever it was, this seemed like more of an adventure than any of those crossings in the KC-135.

	[[File:A26 Pacific 1.JPG]]		[[File:A26 Pacific 1.JPG\| center]]

	Shortly after we passed over the Farallons, Juni turned to me and said it was my turn to fly the aircraft. While I was flying the aircraft on our earlier test flight it seemed relatively easy. This was not the case however, now that we were much heavier with a full fuel load. Holding the correct heading didn’t seem to be very difficult but altitude control was another matter. We were supposed to be at 8,000 ft. but for that first hour I was usually somewhere between 7,500 and 8,500 ft. Juni didn’t say much; he just let me struggle with it and by the end of the hour I was starting to get a better feel for it. When I wasn’t flying the airplane, I would get on the HF radio and make a position report; otherwise, there was not a whole lot to do. All the aircraft’s systems were functioning perfectly--next stop Hawaii!		Shortly after we passed over the Farallons, Juni turned to me and said it was my turn to fly the aircraft. While I was flying the aircraft on our earlier test flight it seemed relatively easy. This was not the case however, now that we were much heavier with a full fuel load. Holding the correct heading didn’t seem to be very difficult but altitude control was another matter. We were supposed to be at 8,000 ft. but for that first hour I was usually somewhere between 7,500 and 8,500 ft. Juni didn’t say much; he just let me struggle with it and by the end of the hour I was starting to get a better feel for it. When I wasn’t flying the airplane, I would get on the HF radio and make a position report; otherwise, there was not a whole lot to do. All the aircraft’s systems were functioning perfectly--next stop Hawaii!

WikiSysop at 06:56, 2 November 2019

2019-11-02T06:56:23Z

← Older revision		Revision as of 06:56, 2 November 2019
Line 16:		Line 16:
	The morning of 11 October was a beautiful autumn day. We received our weather briefing and it looked very good. Enroute winds were forecast to be relatively light and mostly out of the northwest. In order to keep things simple, I broke the mission into 3 sections, computing a heading for each leg. I also computed a point of no return; just in case things did not go as planned. Climbing out from the Sacramento area we leveled off at 8,000 ft. and headed for San Francisco. About 30 miles from San Francisco we could clearly see the Golden Gate Bridge--and beyond it--the Farallon Islands. Although Juni and I had both flown this same route in the KC-135, there was a different feeling about this trip. Maybe it was the lower altitude, the slower speed, or the noise from the two Pratt & Whitney R2800 engines. Whatever it was, this seemed like more of an adventure than any of those crossings in the KC-135.		The morning of 11 October was a beautiful autumn day. We received our weather briefing and it looked very good. Enroute winds were forecast to be relatively light and mostly out of the northwest. In order to keep things simple, I broke the mission into 3 sections, computing a heading for each leg. I also computed a point of no return; just in case things did not go as planned. Climbing out from the Sacramento area we leveled off at 8,000 ft. and headed for San Francisco. About 30 miles from San Francisco we could clearly see the Golden Gate Bridge--and beyond it--the Farallon Islands. Although Juni and I had both flown this same route in the KC-135, there was a different feeling about this trip. Maybe it was the lower altitude, the slower speed, or the noise from the two Pratt & Whitney R2800 engines. Whatever it was, this seemed like more of an adventure than any of those crossings in the KC-135.

			[[File:A26 Pacific 1.JPG]]

	Shortly after we passed over the Farallons, Juni turned to me and said it was my turn to fly the aircraft. While I was flying the aircraft on our earlier test flight it seemed relatively easy. This was not the case however, now that we were much heavier with a full fuel load. Holding the correct heading didn’t seem to be very difficult but altitude control was another matter. We were supposed to be at 8,000 ft. but for that first hour I was usually somewhere between 7,500 and 8,500 ft. Juni didn’t say much; he just let me struggle with it and by the end of the hour I was starting to get a better feel for it. When I wasn’t flying the airplane, I would get on the HF radio and make a position report; otherwise, there was not a whole lot to do. All the aircraft’s systems were functioning perfectly--next stop Hawaii!		Shortly after we passed over the Farallons, Juni turned to me and said it was my turn to fly the aircraft. While I was flying the aircraft on our earlier test flight it seemed relatively easy. This was not the case however, now that we were much heavier with a full fuel load. Holding the correct heading didn’t seem to be very difficult but altitude control was another matter. We were supposed to be at 8,000 ft. but for that first hour I was usually somewhere between 7,500 and 8,500 ft. Juni didn’t say much; he just let me struggle with it and by the end of the hour I was starting to get a better feel for it. When I wasn’t flying the airplane, I would get on the HF radio and make a position report; otherwise, there was not a whole lot to do. All the aircraft’s systems were functioning perfectly--next stop Hawaii!

WikiSysop at 06:28, 2 November 2019

2019-11-02T06:28:52Z

← Older revision		Revision as of 06:28, 2 November 2019
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	On the 5th of October I arrived at McClellan AFB and met up with Juni and our crew chief. Unfortunately over the years I have forgotten our crew chief’s name. We were going to be flying aircraft 651 and it would be ready for us in several days. On the morning of 9 October 1967, Juni and I took 651 up for a functional check flight. The airplane seemed to be in great shape: we had no problems. Most of the time was spent with me learning how to fly it, since we planned to take turns flying at one-hour intervals. Upon landing, we checked the oil consumption. We used this information to determine how much oil to pump to the engines. We would have a small barrel of oil tied in behind the right seat. A crank type pump would be used to pump the oil to each engine.		On the 5th of October I arrived at McClellan AFB and met up with Juni and our crew chief. Unfortunately over the years I have forgotten our crew chief’s name. We were going to be flying aircraft 651 ([[64-17651]]) and it would be ready for us in several days. On the morning of 9 October 1967, Juni and I took 651 up for a functional check flight. The airplane seemed to be in great shape: we had no problems. Most of the time was spent with me learning how to fly it, since we planned to take turns flying at one-hour intervals. Upon landing, we checked the oil consumption. We used this information to determine how much oil to pump to the engines. We would have a small barrel of oil tied in behind the right seat. A crank type pump would be used to pump the oil to each engine.

WikiSysop at 06:26, 2 November 2019

2019-11-02T06:26:17Z

← Older revision		Revision as of 06:26, 2 November 2019
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			Back to [[Stories from the Field]].


	On the evening of September the 8th 1967, Juni Tengan and I were scheduled for two check rides in the A-26. On the first mission I was being evaluated by Major Oncay. I was in the right seat while Major Oncay was squeezed in behind me in the jump seat position. Juni was in the left seat. It was the quickest check ride of my Air Force career. We took off, went to the Clairbourne Range, dropped a couple of flares, made several dive bomb runs and flew back to England AFB. Our second flight was a check for Juni so Frank Gorski took the right seat and I had to wiggle into the jump seat. This mission was pretty much a repeat of the earlier one and one hour later we were approved to go to war.		On the evening of September the 8th 1967, Juni Tengan and I were scheduled for two check rides in the A-26. On the first mission I was being evaluated by Major Oncay. I was in the right seat while Major Oncay was squeezed in behind me in the jump seat position. Juni was in the left seat. It was the quickest check ride of my Air Force career. We took off, went to the Clairbourne Range, dropped a couple of flares, made several dive bomb runs and flew back to England AFB. Our second flight was a check for Juni so Frank Gorski took the right seat and I had to wiggle into the jump seat. This mission was pretty much a repeat of the earlier one and one hour later we were approved to go to war.

WikiSysop at 06:12, 2 November 2019

2019-11-02T06:12:43Z

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