- Note - Once again, our appeal for your assistance has
been answered. We spent nearly two hours trying to identify the craft as
a 135. No luck. It is NOT USAF, but a rather rare, limited production Navy
E-6 TACAMO Command and Control aircraft. See messages below.
- Date: Thu, 09 Mar 2000 08:32:53 -0600
- From: Craig Roberts <email@example.com
- Subject: Jet Dumping Fuel NOT 135
- From 'Jack'
- The aircraft depicted in the jpeg you forwarded is a
Boeing E-6 TACAMO command and control aircraft. They were built (in limited
number) for the Navy and are packed to the gills with electronics. The
airframe is a B-707-300 with advanced CFM-56 engines. Any resemblance to
a KC-135 is by lineage. The B-707-300 airframe is much larger. The fuel
vents inboard because of the electronics attached to the wing tips. Not
knowing the history of the picture I can't say as to why the aircraft was
venting. The aircraft has no provisions for onboard tankage of fuel (or
other substances) other than what is required for the mission.
- From: Craig Roberts
- On the 135s, that photo was emailed to me and looked
very bizarre as I used to work on 707s and know the fuel tank vents are
in the wingtips. I sent this along to a friend who is in the 'right place'
and he did an analysis. His response came in this morning: the airplane
is a Navy TACAMO electronic command and control plane. It has NO room for
extra fuel to spray, and the fuel vents were relocated to the inboard points
because of all the antennas that are now in the wingtips. I'll email his
response, including the Boeing site.
- Also, my contact said that he believes that a number
of upgraded 707s have been outfitted with spray equipment with a tail or
wing exit point, then sold/given to a black ops contractor for the dirty
work. They were probably at one time air liners with foreign registry that
have upgraded engines and "hush kits." 707s cannot fly here anymore
unless these mods have been done due to noise signature limits. We think
we know where they were modified and who might be operating them, but at
this point it's only a guess. I don't want to point fingers until I know
for sure or have witnesses/photos.
- Date: Thu, 09 Mar 2000 09:51:01 -0600 From: Craig Roberts
<firstname.lastname@example.org Reply-To: email@example.com
Organization: Centurion Investigations To: "Peacock Donald E LT (USN)
32 FTS/NLO" <firstname.lastname@example.org
- Lt Peacock,
- You are exactly right. I had the plane checked out and
it is indeed a E-6 Tacamo (Take Charge and Move Out) command and control
aircraft. This is the only Boeing that I've seen that has inboard fuel
tank vents. I have emailed Jeff Rense so we can make the correction, and
several others with this explanation and the Boeing website so anyone can
look it up.
- However, young lieutenant, as a recently retired Army
intel type, who worked in an Air Force F-16 squadron intel shop, and being
a pilot myself and Boeing trained mechanic, I've never seen a Tacamo, nor
a Boeing 707 type with inboard fuel tank vents. It took about 48 hours
of research to find this particular aircraft.
- The fact remains, we are being sprayed with something.
I've witnessed it. Our police department here has witnessed it. And we
have reports from all over the country of this now happening. And people
are getting sick. We are tired of it and demand answers. SOMEONE is doing
it, and it's only a matter of time until we find them and what they are
up to. I have photos, video and eye witnesses. I mayself am a witness on
- Also, I don't think the word "knucklehead"
is in the protocol vocabulary when addressing superior officers.
- Craig Roberts Lt.Col. USAR (Ret)
- Peacock Donald E LT (USN) 32 FTS/NLO wrote:
- Knuckleheads, The 'USAF' plane you think is spraying
chemicals is, in fact, a US Navy plane that is dumping fuel. Try looking
up 'TACAMO' on the web sometime. The fuel dump chutes on the E-6A (pictured)
are exactly where they are shown. You ought to be careful what kind of
info you put out to the public. Some people might get caught up in your
'conspiracy theories'. Check the FACTS next time.
- A mind is a terrible thing to waste. Don Peacock Former
- Boeing E-6 TACAMO (Take Charge and Move Out) Data
- E-6 TACAMO (Take Charge and Move Out) More Information
- Production Program and Historical Information
- E-6 Airlines
- Continuing Support and Modification
- Contractor Logistics Support
- E-6 TACAMO Factsheet
- Boeing delivered a total of 16 E-6 "survivable airborne
communication system" airplanes to the U.S. Navy from 1989 to 1992.
The TACAMO (Take Charge and Move Out) airplanes support the Navy's ballistic
missile submarine force, providing a vital link to the force from national
- Production Program and Historical Information
- The E-6 airframe is a modified Boeing 707-320B with CFM-56
engines. It features a very-low-frequency (VLF) dual trailing wire antenna
system to permit one-way, emergency communications to submerged submarines.
- The VLF system includes an onboard power amplifier-coupler
connected to two wire antennas, one about five miles long and one slightly
less than a mile long. When deployed, the antennas trail behind and below
the aircraft. After deployment of the wires, the aircraft banks sharply
and flies a circular orbit that allows the longer wire to hang as vertically
as possible to enhance signal transmission.
- The E-6 fulfills the role that the propeller-driven EC-130
had carried out since the 1960s. When the <http://www.navy.mil/navpalib/factfile/ships/shipssbn.htmlTrident
submarine fleet entered service, the TACAMO mission required a faster and
longer-range aircraft. The E-6 also carries essential spares and can operate
from short airfields in emergencies. The 16-aircraft fleet can provide
continuous airborne alert coverage for both the Atlantic and Pacific oceans.
The E-6 was assembled on the same production line as the E-3 <http://www.boeing.com/defense-space/infoelect/e6/../e3awacs/AWACS
(Airborne Warning and Control System), which also is based on the Boeing
707 airframe. In fact, the last 707 Boeing delivered was the E-6 pictured
here next to the original 707 prototype aircraft. Only minor modifications
to the E-3 airframe were required to accommodate existing TACAMO mission
- Boeing was awarded a full-scale development contract
for the E-6A from the <http://www.navy.milU.S.
Navy in 1983, followed by a production contract in 1986. Boeing rolled
out the prototype E-6A from its Renton, Wash., factory in December 1986.
First flight was in February 1987. Delivery of the first production aircraft
was in August 1989, with delivery of the final airplane in May 1992.
- E-6 Airlines
- The term "E-6 Airlines" captures the philosophy
of Boeing and the Navy that routine support, as well as design updates
and enhancements, should rely on proven concepts of commercial aviation
wherever possible. The E-6 has always been a hybrid system -- a commercial
airframe with mission systems that were designed and integrated in accordance
with military standards and processes. Now the program is taking advantage
of new legislation to move aggressively into the use of even more commercial-off-the-shelf
/ non-development initiative (COTS/NDI) technology.
- One advantage of this approach is that the Navy can save
both time and money by avoiding much of the expense of stand-alone developments
driven by military rather than commercial standards. At least as important
as economy is that the E-6 Airlines concept will allow the Navy to participate
more easily in the constant modernization of systems and hardware driven
by the commercial airline industry.
- The most recent example of this concept is an initiative
under study to transplant into the E-6 the 777-technology flight deck that
has been redesigned for Boeing's new 737-600/700/800 aircraft. This change
will replace more than 100 old-style gauges and indicators with six flat
panel displays. In addition to dramatically improved reliability and maintainability,
the new commercially developed system also will provide enhanced aircraft
position indication and control without which the Navy's operations could
be restricted in the more crowded airspace of the future.
- Continuing Support and Modification
- Modification work and post-production support for the
E-6 fleet continues at Boeing facilities in Seattle, Wash.; Wichita, Kan.;
Huntsville, Ala.; and Jacksonville, Fla.; and at E-6 operational sites
at <http://www.tinker.af.mil/Tinker Air Force Base, Okla.; <http://www.travis.af.mil/Travis
Air Force Base, Calif.; <http://www.offutt.af.mil/Offutt Air Force Base,
Neb.; and <http://www.nawcad.navy.mil/pax/Patuxent River Naval Air Station,
Md. Modification and training programs carried out by Boeing ensure that
the airplane and flight crews have the information, equipment and tools
needed to adapt to changing requirements. Among the improvements:
- * A series of post-production reliability and maintainability
upgrades, including tail-section modifications, were completed in Wichita
in ate 1993. (The first three aircraft were modified in Seattle.) * A new
digital auto-pilot system to replace the airplane's original analog system
was designed and flight tests completed in May 1994. The upgrade improved
reliability and maintainability, while facilitating future modifications
to the airplane to improve its orbit capabilities. Production installations
were accomplished by Boeing field teams at Tinker in 1995. * Orbit Improvement
System (OIS) enhancements were designed and tested under a $22 million
development contract. The new system improves communication effectiveness
by suppressing vertical oscillation ("yo-yo") of the long trailing
wire caused by wind shear. The OIS modification includes installation of
an auto-throttle system adapted from the two-engine 737 for the four-engine
systems and unique orbit flight profiles of the E-6, as well as modification
of the flight management computer. Both the auto-throttle and the flight-management
computer (FMC) were developed and procured under a subcontract to http://www.smithsind-aerospace.co.uk/Smiths
Industries in Cheltenham, England.
- The OIS design also integrates the auto-throttle built-in
test equipment (BITE) capabilities of modern 737 designs. The BITE will
provide for flight-line maintenance testing, fault detection and continuous
in-flight monitoring of the auto-throttle system. Benefits to the Navy
will include minimization of on-aircraft maintenance time, reduction of
unconfirmed failures, and improved identification of failed components
and associated interfaces.
- Installation and test of the initial OIS started in early
1995 and was completed in September 1995. Flight testing during that period
proved that the upgrade does, in fact, significantly improve the airplane's
ability to perform orbit maneuvers at high bank angles. A $16 million follow-on
contract for retrofit of the remaining E-6 aircraft was awarded in late
1995. Aircraft modification was performed by Boeing field teams at Tinker
from September 1996 through August 1997. A follow-on upgrade of additional
OIS software features will be fielded in 1998-99.
- * Electronic horizontal situation indicator (EHSI) and
attitude direction indicator (EADI). Together with the OIS program, Boeing
integrated, installed and demonstrated an EHSI and EADI flight instrument
system. Replacement of the existing analog horizontal situation indicator
(HSI) was necessary to facilitate integration of global-positioning system
(GPS) requirements in the E-6. Simultaneous replacement of the analog attitude
direction indicator (ADI) will provide flight deck commonality and improved
maintainability. * Modification of trainers. In March 1994, Boeing was
awarded a $10.8 million contract to upgrade 10 E-6 maintenance trainers.
The trainers are assigned to the Naval Air Maintenance Training Detachment
at Tinker. The trainer modification contract incorporated various aircraft
production revisions and engineering changes, as well as Navy instructor-initiated
design enhancements. A total of 168 modifications were designed and installed
into the various trainers as part of the contract. The modified trainers
were redelivered to the Navy between November 1994 and July 1995.
- Boeing initially delivered the trainers to the Navy in
1989 and 1990 under the original aircraft production contract. They provide
a training platform for hands-on maintenance testing, troubleshooting,
and removal and replacement of aircraft systems components for E-6 maintenance
- The trainers cover a range of specialized areas including
integrated avionics, landing gear, power plant, flight control aft lower
lobe, electrical systems, environmental control systems, auxiliary power
unit, hydraulic system and fuel systems. * Frequency Reference Auto-Paralleling
Unit (FRAPU). In the spring 1996, Boeing integrated and installed the first
E-6 FRAPU. The FRAPU itself is a "black box" manufactured by
Sundstrand. When installed in the aircraft's electrical power generation
and distribution system, the FRAPU precludes any momentary loss of electrical
power when shifting the source of aircraft electrical power from ground
power carts or the onboard auxiliary power unit (APU) to the normal source
of inflight power, the eight generators driven by the aircraft's CFM-56
- This modification enhances mission capability by eliminating
operational delays to re-initialize mission systems and computers that
would otherwise have been disrupted by power losses. It also is expected
to improve system reliability and reduce maintenance by eliminating power
surges and transients that can damage equipment.
- Installation of FRAPU in the remaining 15 aircraft was
accomplished by Boeing field teams at Tinker in fall 1996 and early 1997.
- Contractor Logistics Support (CLS)
- The Navy's logistic support concept for the E-6 includes
a large and active Boeing role. Although the Navy currently retains responsibility
for hands-on "organizational" level maintenance of the aircraft,
and a limited "intermediate" level repair capability for legacy
mission equipment, the <http://www.navair.navy.mil/Naval Air Systems
Command has contracted with Boeing to provide a number of support services
under the umbrella of "contractor logistic support" or CLS.
- These services are provided 24-hours-a-day, 365 days
a year, by a closely integrated team of Boeing and subcontractor personnel
located across the country.
- The biggest element of CLS is management of an inventory
of approximately 30,000 line items of spares and repair parts. In addition
to the routine tasks of materiel warehousing and issuance, personnel from
Boeing Aerospace Operations, a wholly owned subsidiary of Boeing, handle
all aspects of inventory management including the coordination of more
than 200 subcontractors involved in the repair and replenishment of E-6
materiel. Approximately 95 percent of requested parts are being issued
to maintenance personnel within one hour of the initial requisition --
usually within 30 minutes.
- Materiel managers are supported by on-site technical
representatives and remote engineering support expertise to analyze system
reliability, failure trends and maintenance practices with an eye toward
systemic improvements as well as working with subcontractors to improve
products and processes. Through intensive management of these factors and
other key metrics such as vendor backorders and repair turnaround time,
overall E-6 CLS effectiveness exceeds 98 percent and fleet operational
availability measures are meeting or exceeding all targets.
Production Program and Historical Information l <http://www.boeing.com/defense-space/infoelect/e6/index.htm#2E-6Airlines|
Continuing Support and Modification|
Contractor Logistics Support|
Boeing Home |
Electronic Products & Information Systems
- © 2000 The Boeing Company - All rights reserved
- From Craig Roberts <email@example.com '
- To firstname.lastname@example.org
- Subject E-6 photos
- Mr. Woody,
- Thanks for your input on the E-6 photo. I think you are
partly right, but our investigation shows there is not a big coverup or
hoax. The photo is legit, but may have been touched up to make it "prettier."
- The fuel dump valves on the E-6 Tacamo are exactly as
pictured, and this aircraft is dumping fuel, which mists out as seen when
this is done.
- Close formation flying in the military is common. The
lack of reflection from the cockpit glass is not unusual if it is either
done through a camera window, or the sun is behind you. I have taken shots
though canopy's of F-16s myself and gotten no reflection if the airplane
is positioned correctly.
- When the photo was sent to me, I had never heard of a
"Tacamo" version of the 707, which has fuel dump valves in the
wingtips. So this alerted me that there might be something amiss. I found
that it was a false lead. However, the fact still remains that something
is going on in the chemtrail world, and we haven't gotten to the bottom
of it yet.
- We'll keep looking.
- Craig Roberts Investigative Journalist of the X-files
- SIGHTINGS HOMEPAGE
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