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Fairchild C-123B 'Provider'

Description
  Manufacturer:Fairchild
  Base model:C-123
  Designation:C-123
  Version:B
  Nickname:Provider
  Designation System:U.S. Air Force
  Designation Period:1925-1962
  Basic role:Transport

Specifications
  Length: 75' 9" 23.0 m
  Height:34' 1" 10.3 m
  Wingspan: 110' 33.5 m
  Wingarea: 1,223.0 sq ft 113.6 sq m
  Empty Weight: 29,900 lb 13,560 kg
  Gross Weight: 71,000 lb 32,199 kg

Propulsion
  No. of Engines: 2
  Powerplant: Pratt & Whitney R-2800-99W & 2 2850Lb J85-GE
  Horsepower (each): 2300

Performance
  Range: 1,470 miles 2,367 km
  Cruise Speed: 205 mph 330 km/h 178 kt
  Max Speed: 245 mph 394 km/h 212 kt
  Climb: 1,150 ft/min 350 m/min
  Ceiling: 29,000 ft 8,838 m

Known serial numbers
52-1627 / 52-1631, 54-0552 / 54-0553, 54-0554, 54-0555 / 54-0558, 54-0559 / 54-0566, 54-0567 / 54-0586 , 54-0587 / 54-0606 , 54-0607 / 54-0626 , 54-0627 / 54-0646 , 54-0647 / 54-0666 , 54-0667 / 54-0686 , 54-0687 / 54-0706 , 54-0707 / 54-0715 , 55-4505 / 55-4524 , 55-4525 / 55-4539 , 55-4540 / 55-4564 , 55-4565 / 55-4569 , 55-4570 / 55-4577 , 56-4355 / 56-4368 , 56-4369 / 56-4380 , 56-4381 / 56-4396 , 57-6185 / 57-6193 , 57-6194 / 57-6202 , 57-6289 / 57-6294

Examples of this type may be found at
MuseumCityState
Museum of AviationWarner Robins AFBGeorgia
Olympic Flight MuseumOlympiaWashington
Pima Air & Space MuseumTucsonArizona

C-123B on display

Olympic Flight Museum

Pima Air & Space Museum
   


 

Recent comments by our visitors
 William Metz
 Warner Robins, GA
I was in the 310th ACS at Nha-Trang '67. We moved down to Phan-Rang in about July (I think). Hadn't thought about them in quite a while. Remember some of the guys and their names. Colbert, Sharkey, Dietz( Boom-Boom)long story. Brock Tsgt Williams, Sgt Barbee. At Phan-Rang, we had the scroungingest little line chief in the USAF. That guy could get anything we needed. If it was available ,,, he could get it. We had A/C in our line shack,,, water coolers. Taught me all I knew about scrounging. Came in good use in later years. Think his last name was Fayed. Barbara McNair (singer), Hugh Obrian, Nancy Sinatra came while I was at Nah-Trang. There was a guy from Boston named Haymes(spelling?).If he was talking behind you , or you closed your eyes while he was talking,,,, you'd swear it was Pres. Kennedy. Hard Boston accent!! There was Bales,, we called him "Magnet Ass". After he got checked out( flight mech.) the first 4-5 times he went out the plane he was in took hits, every time, right off the bat. Gatlin,Kornagay. We had some close calls( butt tighteners). Just writing this is bringing back a flood of memories. To many to put here. There is also one on display at Dover AFB, Del. It is one from the 310th,,,, marked "WM". Any 310th'ers out there '67-68. Drop me a line. I'll probably remember more guys after I sign off.
06/24/2013 @ 06:45 [ref: 67905]
 Rick DiMatteo
 , MA
I've never really looked for my old squadron, the 311th TAS in DaNang Jan. 1970-- Dec. 1970 I was a flight line mechanic on 123s Our rivetments were right next to an empty bomb dump and the Navy compound. I remember Tsgt. Smiley. Sgt. Ryals.. I remember smoking a joint with our pilots who used to say it was great to fly through mountain passes just over the trees stoned.. They were brilliant pilots.. I was an E-4 living across from the main aerial port.
Hope this note finds anybody who can relate to the 311th TAS to be happy healthy and properous
06/20/2012 @ 13:58 [ref: 60683]
 Gary Zornes
 Grayson, KY
I was in the 355th out of Rickrenbacker Columbus Ohio great airplane did not have much flying time the airplane was being moth balled and c130 was comming in.I transfered to the C-141 at Charleston SC still have great memories.
05/30/2011 @ 14:37 [ref: 38892]
 Ray Merritt
 , VA
Please check out our website dedicated to the Provider at www.c123sinsea.org. There will be a reunion of Provider crews in Hampton VA in May 2010.
05/05/2010 @ 17:10 [ref: 26134]
 wayne p stewart
 gig harbor, WA
just found a few buddies from the 311th s.o.s. that were with me at da nang .... 1969 thru 1970 ... james a young , mike friesel , both loadmasters , and ed zakareckis , flight engineer .... some moments we had !! ... i used to have a photo of the nose , with a 3 ft groove , 2 in wide , where we whacked a piece of bamboo , at the end of our take-off roll .... i think it was the same muddy , very, very ,minimum ' RUNWAY " maybe
where we went around , after we
"allmost" forgot to put the gear down and pin it !! wing tips allmost in the bushes !! remember the PUNCTURED PROVIDER AWARD ? .. i have blanket flight orders from the "OLAA 311th SpOpsSq " signed by john c morrison , lt. col. dated 23 july 69 .... absolutly the loudest "anything " , i have ever been on !! .... still have the "RATS" ( ROCKET ALLEY TRANSPORT SERVICE " ) pin !! that aircraft could certainly , still jump into the air , even when WAAAAY out of C.G. balance .... nice site ... just ran into it by chance ... hope all is well . welcome home , and feel free to get in touch
04/25/2010 @ 15:39 [ref: 26083]
 JC Masura
 Puyallup, WA
I loved flying the C-123K with the 310th at Phang rang AB. Glad to see that one is local. I'll have to drop by sometime and check her out.
02/18/2009 @ 11:55 [ref: 23756]
 Thomas E. \'andy\' Anderson
 Brunswick, GA
I flew Bookies in the 310th SOS at Phan Rang from April, 1969 - April, 1970. I checked out as a type 1 pilot with
Tom Reiter, who has a note above. Tom was the IP and
when he showed me that I had gotten a downdraft and landed
maybe 5 feet down the runway at Gia Nghia, I looked over at
him, I guess, with eyes as big as silver dollars. He signed me off for type 1; a good decision, I guess, because I didn't land short in my tour.
Later at Gia Nghia, after offloading cargo, the right jet wouldn't start. I got phone patches on a series of Army bricks back to the squadron and told them we couldn't make it off.
The Squadron Commander said he thought we could. I appreciated his faith in us, but on page 1A1-26, as I recall, we entered with 6000 feet pressure altitude, the assumed temperature, gross weight, etc., and we needed about 300 feet more runway than was there. Of course, they were afraid the airplane wouldn't survive the night, so they talked us into it. We even threw out our Dash 1's and aluminum ladder. 'Hermy' was in the background, and said, 'Hey, Andy, I get your guitar!'. We backed until our tires touched the tip of the runway, set the max power, and kind of went off the opposite (takeoff) end with a mush, lowered the nose, got 130 KIAS, cranked in rudder trim, accelerated the good jet, and went up, up and away, over the mountain to the northeast that was slightly higher. I can still feel how good it felt to be climbing. I still have a poncho liner. I was happy to fly Boeing aircraft the rest of my career, because, when a Boeing loses a system, it grows a new one. But there is still nothing in the inventory that can do what the Bookie did.
12/10/2008 @ 10:48 [ref: 23240]
 John Limbach
 Billings, MT
I was a loadmaster on C-123B and C-123K from 1967-1968 with the 19th Air Commando Squadron at Tan Son Nhut AB, RVN. We were the first squadron to transistion for the "B" to the "K". As I recall, our routine battle damage during takeoff declined immediately by 80% or so. In the "B", you could get off the ground in fairly short order but with a good load of cargo on board it had barely any climb performance at all. The result was that you were struggling along in ground effect for several miles, wings level, trying to build up enough airspeed to turn and/or climb. Needless to say, the bad guys had a field day punching holes in the old "Spam Can". The "K" was a totally different kettle of fish. The addition of the two J-85 jets gave it almost double the power of just the two recips. The net result was that you could honk it off about 70 Kts, roll it up into a 45-60 degree bank and climb out over the runway at 1,000 / 1,500 feet per minute. Needless to say, we aircrews ADORED the "K" model. Overall, the C-123 was the best machine for the mission over there. At least off the paved runways, or off the runways for that matter. I can remember running assault operations into wide spots (50') of dirt roads and landing in a jungle clearing in Cambodia in 1967 (yes, I know we weren't "there" then, but that's another whole story). Not a more reliable or tougher machine out there.

I spent 25 years in the Air Force as a loadmaster on C-119, C-123, C-124, and C-130s and am still flying today as a loadmaster and occasional copilot on a C-130A. If you're interested in some of the things we're doing with it, have a look at this site: www.1370th.org/rc130/512/512.htm
I can honestly say that if I had to fly in combat again I would choose the C-123 for many reasons.

John Limbach
CMSgt USAF (Ret'd.)
06/21/2008 @ 09:19 [ref: 21568]
 Keith Mattox
 Atlanta, GA
I am the Brother of Capt. Dwaine E. Mattox. Dwaine was stationed at Phang-Rang late Sept-August 10 1970. On August 10, 1970, due to flap bracket metal fatigue, his C123 crashed on approach at Cam Rahn Bay. Dwaine and three other American Heroes gave the ultimate sacrifice that day. The load-master survived, but several years ago passed away, after living his final years as an invalid.

You may think this odd, but this is what I'm asking of you all. I would like a photo of the actual C123 that took his life. S/N 55-4527

I have searched the internet to the end, but have not found any photos/videos of this S/N. If ANYONE has a photo of this actual plane, any year, any date, please e-mail to me. Also, If you have any personal contact or info about my Brother or the accident, please inform.

God Bless You and thank you for what you have done for our country.

Keith Mattox
keithlol@comcast.net
11/16/2007 @ 13:54 [ref: 18564]
 John Dunn
 Seaford, VA
I worked on C-123s and Ranch Hand aircraft at Tan Son Nuht AB in 65 and 66. I was in the Hydraulic shop and got to fly in them a few times. We called them spam cans.
11/09/2007 @ 08:34 [ref: 18473]

 

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