Re: [MBZ] OT - non-political B-52 tale - PHUC YEN

2014-10-12 Thread Rick Knoble via Mercedes
‎Original Message  
From: Dwight Giles via Mercedes
Sent: Sunday, October 12, 2014 8:58 PM
To: Mercedes Discussion List; WILTON
Reply To: Dwight Giles
Subject: Re: [MBZ] OT - non-political B-52 tale - PHUC YEN

>Wilton- you should really  turn >these tales into a book.  

http://www.abebooks.com/9780974703503/Buff-0974703508/plp

http://www.amazon.com/gp/product/1591143861?ie=UTF8&at=&force-full-site=1&ref_=aw_bottom_links


Rick 
Sent from my BlackBerry 10 smartphone.


___
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Re: [MBZ] OT Non-Political B-52 tale - RADIO HANOI (WILTON)

2014-10-12 Thread Addison Thompson via Mercedes
On Oct 12, 2014, at 7:50 PM, mercedes-requ...@okiebenz.com wrote:

Good tale Wilton. Glad you made it back that night!

One of the WSOs that flew with me in my back seat in TAC in Thailand survived a 
year over the trail. But when he went back to the US, guess where he went? - 
back to Buffs. Not long after requal he was back in Thailand for Linebacker II. 
Apparently the Sams were better one night and took out his Buff - he didn't 
make it back. 

AST
CL500


From: "WILTON" 
Subject: [MBZ] OT - non-political B-52 tale - RADIO HANOI
Date: October 12, 2014 4:04:27 PM PDT
To: "mercedes list" 

Another non-political B-52 tale:

RADIO HANOI - LONGEST 8 SECONDS
___
http://www.okiebenz.com

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Re: [MBZ] OT - non-political B-52 tale - RADIO HANOI

2014-10-12 Thread WILTON via Mercedes
How do I remember?  I don't know, but I do have my personal recordings of 
several of these missions as reminders of some points.  The recordings don't 
do them justice, though - not nearly the same without the slipstream and 
engine noise, G forces and the buffeting from wing tip high-speed stalls in 
the turns.  The recordings seem very sterile and benign sitting in an easy 
chair 40+ years later.


Wilton

- Original Message - 
From: "Dan Penoff via Mercedes" 

To: "Mercedes List" 
Sent: Sunday, October 12, 2014 10:37 PM
Subject: Re: [MBZ] OT - non-political B-52 tale - RADIO HANOI


If I was that close to death, I would remember it in detail for a long, 
long time



On Oct 12, 2014, at 10:24 PM, Dwight Giles via Mercedes 
 wrote:


Wilton, how do you remember such detail? These are awesome as all the 
Sondy

tales are.
On Oct 12, 2014 7:05 PM, "WILTON via Mercedes" 
wrote:



Another non-political B-52 tale:

RADIO HANOI - LONGEST 8 SECONDS
By Wilton Strickland

  My crew's target the night of 19 Dec '72, the second night of the
Linebacker II campaign, was Radio Hanoi just off the southwestern corner 
of
Hanoi.  Approach to the target was from the northwest at 36,000 feet; 
true

airspeed (TAS) 470 knots.  We had already been doing evasive maneuvers
(zigzagging), starting about 75 nautical miles from the target because 
of

the many surface-to-air missiles (SAMs) being fired at us.
  At 60 seconds to the bomb release point, normal procedures called for
us to open the bomb bay doors.  We had decided to keep the doors closed,
though, as long as possible to prevent the large open belly of the BUFF,
filled with of 42,000 pounds of iron bombs, in addition to 12,000 pounds 
on
two pylons under the wings, from suddenly showing a much larger return 
on

the air defense radar below.
  At about 30 seconds from the release point, the crew electronic 
warfare
officer (EW) reported over the intercom, "SAM uplink, 2 o'clock!" (He 
could

see on his equipment scope the guidance signal of a SAM coming toward us
from the right and slightly forward.)
  We immediately went into a HARD, shuddering (shuddering caused by the
wing tip on the outside of the turn in a high-speed buffet/stalling
situation), right turn at a very steep bank angle (much steeper than the
recommended max of 30 degrees) to try to make the missile overshoot us 
in
the turn.  There was a bright flash and a muffled explosion.  The 
aircraft

lurched slightly, as if driving over a speed bump.
  EW warned again, "SAM uplink, 9 o'clock!"
  This time, a HARD, shuddering turn to the left; again at a very steep
bank angle.  'Another bright flash and another muffled explosion, 
followed

immediately by the slight lurch of the aircraft flying through the
exploding missile's blast wave.  We were now very close to the release
point, but in a hard left turn going way off the required release 
heading.
We quickly rolled back straight and level for the bomb release with the 
PDI

centered - that's the Pilot's Data Indicator, a bombing computer
instrument, showing number of degrees to turn left or right to fly to 
the

release point.
  Nav, reading the time-to-go (TG) meter, reported, with his voice
getting high and squeaky, "10 seconds!"  (Elapsed time was significantly
extended from the TG at the beginning of these maneuvers because of the
turns away from the release point.)
  Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two SAMs
launched directly in front of us and coming toward us.)
  Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
  With highly elevated pucker factor, we waited - aircraft straight and
level; PDI centered; EW watching the SAM guidance signals on his scope 
as

the missiles rapidly approached.  The time-to-go needle seemed to take
forever to come off the eight-second mark.  It quivered slightly and 
crept
ever so slowly downward.  At 5 seconds, we opened the doors; it took 
other

eternity for the needle to pass 4, 3, 2 and 1.  At zero, the aircraft
shuddered slightly, indicating bombs release - 108 500-pounders away in 
3
seconds - followed immediately by another shuddering, HARD, right turn, 
as

we closed the bomb bay doors and the two SAMs streaked past just to the
left of the forward fuselage.  We quickly rejoined the other two BUFFs 
in

our cell and headed back to U-Tapao, continuing the evasive zigzag for
another five minutes or so as more SAM's were fired at us from the rear.
  After things had settled down significantly - EW was no longer seeing
SAM guidance signals on his scopes, and the gunner in the tail was no
longer calling out visual SAM sightings - we gave each other "ATTABOYS" 
for

keeping things together so nicely.  Otherwise, all was quiet in the
aircraft, except for the very loud scream of the slipstream and engines 
as

we kept the airspeed at bomb-run level of 470 knots to help reduce our
extended exposure caused by the 100 to 120-knot headwind from the west. 
It
was very hard for us to belie

Re: [MBZ] OT - non-political B-52 tale - RADIO HANOI

2014-10-12 Thread Curly McLain via Mercedes
That is nothing short of amazing.  All crews were well trained. 
Some crews were truly crews who functioned as one.  THis crew took it 
even further, to virtuoso level.  Complete understanding of all 
systems, and their requirements and limitations, including the enemy 
systems.  Distinguished Flying indeed!  It is great the powers that 
were recognized that.


More stories Col.



Another non-political B-52 tale:

RADIO HANOI - LONGEST 8 SECONDS
By Wilton Strickland

   My crew's target the night of 19 Dec '72, the second night of the 
Linebacker II campaign, was Radio Hanoi just off the southwestern 
corner of Hanoi.  Approach to the target was from the northwest at 
36,000 feet; true airspeed (TAS) 470 knots.  We had already been 
doing evasive maneuvers (zigzagging), starting about 75 nautical 
miles from the target because of the many surface-to-air missiles 
(SAMs) being fired at us.
   At 60 seconds to the bomb release point, normal procedures called 
for us to open the bomb bay doors.  We had decided to keep the doors 
closed, though, as long as possible to prevent the large open belly 
of the BUFF, filled with of 42,000 pounds of iron bombs, in addition 
to 12,000 pounds on two pylons under the wings, from suddenly 
showing a much larger return on the air defense radar below.
   At about 30 seconds from the release point, the crew electronic 
warfare officer (EW) reported over the intercom, "SAM uplink, 2 
o'clock!" (He could see on his equipment scope the guidance signal 
of a SAM coming toward us from the right and slightly forward.)
   We immediately went into a HARD, shuddering (shuddering caused by 
the wing tip on the outside of the turn in a high-speed 
buffet/stalling situation), right turn at a very steep bank angle 
(much steeper than the recommended max of 30 degrees) to try to make 
the missile overshoot us in the turn.  There was a bright flash and 
a muffled explosion.  The aircraft lurched slightly, as if driving 
over a speed bump.

   EW warned again, "SAM uplink, 9 o'clock!"
   This time, a HARD, shuddering turn to the left; again at a very 
steep bank angle.  'Another bright flash and another muffled 
explosion, followed immediately by the slight lurch of the aircraft 
flying through the exploding missile's blast wave.  We were now very 
close to the release point, but in a hard left turn going way off 
the required release heading.  We quickly rolled back straight and 
level for the bomb release with the PDI centered - that's the 
Pilot's Data Indicator, a bombing computer instrument, showing 
number of degrees to turn left or right to fly to the release point.
   Nav, reading the time-to-go (TG) meter, reported, with his voice 
getting high and squeaky, "10 seconds!"  (Elapsed time was 
significantly extended from the TG at the beginning of these 
maneuvers because of the turns away from the release point.)
   Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two 
SAMs launched directly in front of us and coming toward us.)

   Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
   With highly elevated pucker factor, we waited - aircraft straight 
and level; PDI centered; EW watching the SAM guidance signals on his 
scope as the missiles rapidly approached.  The time-to-go needle 
seemed to take forever to come off the eight-second mark.  It 
quivered slightly and crept ever so slowly downward.  At 5 seconds, 
we opened the doors; it took other eternity for the needle to pass 
4, 3, 2 and 1.  At zero, the aircraft shuddered slightly, indicating 
bombs release - 108 500-pounders away in 3 seconds - followed 
immediately by another shuddering, HARD, right turn, as we closed 
the bomb bay doors and the two SAMs streaked past just to the left 
of the forward fuselage.  We quickly rejoined the other two BUFFs in 
our cell and headed back to U-Tapao, continuing the evasive zigzag 
for another five minutes or so as more SAM's were fired at us from 
the rear.
   After things had settled down significantly - EW was no longer 
seeing SAM guidance signals on his scopes, and the gunner in the 
tail was no longer calling out visual SAM sightings - we gave each 
other "ATTABOYS" for keeping things together so nicely.  Otherwise, 
all was quiet in the aircraft, except for the very loud scream of 
the slipstream and engines as we kept the airspeed at bomb-run level 
of 470 knots to help reduce our extended exposure caused by the 100 
to 120-knot headwind from the west.  It was very hard for us to 
believe what we had just flown through.  Many long pauses were 
interrupted by exclamations of shock, relief, disbelief and "OH, 
S**T's!" from all members of the crew.
   If we had not turned at just the right moment after "bombs away," 
those last two missiles likely would have scored direct hits.  We 
all agreed that we had, indeed, had our lucky day.  (Actually a 
lucky day for all the BUFFs - none were lost this night.)
   After landing back at U-Tapao, we jumped out of the aircraft a

Re: [MBZ] OT - non-political B-52 tale - RADIO HANOI

2014-10-12 Thread G Mann via Mercedes
Roger that.



On Sun, Oct 12, 2014 at 7:37 PM, Dan Penoff via Mercedes <
mercedes@okiebenz.com> wrote:

> If I was that close to death, I would remember it in detail for a long,
> long time
>
>
> On Oct 12, 2014, at 10:24 PM, Dwight Giles via Mercedes <
> mercedes@okiebenz.com> wrote:
>
> > Wilton, how do you remember such detail? These are awesome as all the
> Sondy
> > tales are.
> > On Oct 12, 2014 7:05 PM, "WILTON via Mercedes" 
> > wrote:
> >
> >>
> >> Another non-political B-52 tale:
> >>
> >> RADIO HANOI - LONGEST 8 SECONDS
> >> By Wilton Strickland
> >>
> >>   My crew's target the night of 19 Dec '72, the second night of the
> >> Linebacker II campaign, was Radio Hanoi just off the southwestern
> corner of
> >> Hanoi.  Approach to the target was from the northwest at 36,000 feet;
> true
> >> airspeed (TAS) 470 knots.  We had already been doing evasive maneuvers
> >> (zigzagging), starting about 75 nautical miles from the target because
> of
> >> the many surface-to-air missiles (SAMs) being fired at us.
> >>   At 60 seconds to the bomb release point, normal procedures called for
> >> us to open the bomb bay doors.  We had decided to keep the doors closed,
> >> though, as long as possible to prevent the large open belly of the BUFF,
> >> filled with of 42,000 pounds of iron bombs, in addition to 12,000
> pounds on
> >> two pylons under the wings, from suddenly showing a much larger return
> on
> >> the air defense radar below.
> >>   At about 30 seconds from the release point, the crew electronic
> warfare
> >> officer (EW) reported over the intercom, "SAM uplink, 2 o'clock!" (He
> could
> >> see on his equipment scope the guidance signal of a SAM coming toward us
> >> from the right and slightly forward.)
> >>   We immediately went into a HARD, shuddering (shuddering caused by the
> >> wing tip on the outside of the turn in a high-speed buffet/stalling
> >> situation), right turn at a very steep bank angle (much steeper than the
> >> recommended max of 30 degrees) to try to make the missile overshoot us
> in
> >> the turn.  There was a bright flash and a muffled explosion.  The
> aircraft
> >> lurched slightly, as if driving over a speed bump.
> >>   EW warned again, "SAM uplink, 9 o'clock!"
> >>   This time, a HARD, shuddering turn to the left; again at a very steep
> >> bank angle.  'Another bright flash and another muffled explosion,
> followed
> >> immediately by the slight lurch of the aircraft flying through the
> >> exploding missile's blast wave.  We were now very close to the release
> >> point, but in a hard left turn going way off the required release
> heading.
> >> We quickly rolled back straight and level for the bomb release with the
> PDI
> >> centered - that's the Pilot's Data Indicator, a bombing computer
> >> instrument, showing number of degrees to turn left or right to fly to
> the
> >> release point.
> >>   Nav, reading the time-to-go (TG) meter, reported, with his voice
> >> getting high and squeaky, "10 seconds!"  (Elapsed time was significantly
> >> extended from the TG at the beginning of these maneuvers because of the
> >> turns away from the release point.)
> >>   Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two SAMs
> >> launched directly in front of us and coming toward us.)
> >>   Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
> >>   With highly elevated pucker factor, we waited - aircraft straight and
> >> level; PDI centered; EW watching the SAM guidance signals on his scope
> as
> >> the missiles rapidly approached.  The time-to-go needle seemed to take
> >> forever to come off the eight-second mark.  It quivered slightly and
> crept
> >> ever so slowly downward.  At 5 seconds, we opened the doors; it took
> other
> >> eternity for the needle to pass 4, 3, 2 and 1.  At zero, the aircraft
> >> shuddered slightly, indicating bombs release - 108 500-pounders away in
> 3
> >> seconds - followed immediately by another shuddering, HARD, right turn,
> as
> >> we closed the bomb bay doors and the two SAMs streaked past just to the
> >> left of the forward fuselage.  We quickly rejoined the other two BUFFs
> in
> >> our cell and headed back to U-Tapao, continuing the evasive zigzag for
> >> another five minutes or so as more SAM's were fired at us from the rear.
> >>   After things had settled down significantly - EW was no longer seeing
> >> SAM guidance signals on his scopes, and the gunner in the tail was no
> >> longer calling out visual SAM sightings - we gave each other "ATTABOYS"
> for
> >> keeping things together so nicely.  Otherwise, all was quiet in the
> >> aircraft, except for the very loud scream of the slipstream and engines
> as
> >> we kept the airspeed at bomb-run level of 470 knots to help reduce our
> >> extended exposure caused by the 100 to 120-knot headwind from the
> west.  It
> >> was very hard for us to believe what we had just flown through.  Many
> long
> >> pauses were interrupted by exclamations of shock, relief, disbel

Re: [MBZ] OT Secret message for Scott Ritchey

2014-10-12 Thread Rich Thomas via Mercedes
So my uncle, who lives in KY and all my family was/is from there, posted 
this thing.  I made a little blues ditty, Blues fo da Blues, and his 
wife, whom I find intensely annoying, got all bothered about it and 
started posting all kinds of sh..stuff about me being nasty and unhappy 
and various other things.  She really does not like me so I goad her on 
the Book of Faces whenever I can, and she always takes the bait.  Cheap fun.




#


#
Rich Thomas I woke up 
dis mawnin, I had dem blues. I woke up evvah mawnin I had dem blues. 
Evvabody done had dem blues, dey was all bluer that blue, and dey baby 
had not left dem. Lawdy I done been bone wif dem blues



#
Rich Thomas..WTF are you talking about? You are such an "a" 
holeashamed to say I am related by marriage!!!



#
This was a "REAL" conversation and you make fun??? Real class Rich!


#
Rich Thomas I be writin 
a blues song about dem blues, the people blues not the feelin blues, 
though a blue wif dem blues would be a great act. And in da blues you 
always gots to wake up dis mawnin



#
so cleverNOT


#
Rich Thomas I guess you 
won't be buying the record



#
___Someone else_  Well, I am not offended.


#
...you don't know him and the ugly things he posts all the time.



#
Rich Thomas B 
doesn't like me as a baseline




#
I just don't appreciate the negativity that you put forth about things 
that some people postmy mother always taught me "if you can't say 
something nice, don't say anything at all"..unless they strike 
firstthen take up for yourself and your family! Me thinks you are an 
unhappy person.



#
Rich Thomas I don't 
love Obama either so that is a big issue in this particular familial 
relationship. That could be the source of my perceived putative unhappiness.




Re: [MBZ] OT - non-political B-52 tale - RADIO HANOI

2014-10-12 Thread Dan Penoff via Mercedes
If I was that close to death, I would remember it in detail for a long, long 
time


On Oct 12, 2014, at 10:24 PM, Dwight Giles via Mercedes  
wrote:

> Wilton, how do you remember such detail? These are awesome as all the Sondy
> tales are.
> On Oct 12, 2014 7:05 PM, "WILTON via Mercedes" 
> wrote:
> 
>> 
>> Another non-political B-52 tale:
>> 
>> RADIO HANOI - LONGEST 8 SECONDS
>> By Wilton Strickland
>> 
>>   My crew's target the night of 19 Dec '72, the second night of the
>> Linebacker II campaign, was Radio Hanoi just off the southwestern corner of
>> Hanoi.  Approach to the target was from the northwest at 36,000 feet; true
>> airspeed (TAS) 470 knots.  We had already been doing evasive maneuvers
>> (zigzagging), starting about 75 nautical miles from the target because of
>> the many surface-to-air missiles (SAMs) being fired at us.
>>   At 60 seconds to the bomb release point, normal procedures called for
>> us to open the bomb bay doors.  We had decided to keep the doors closed,
>> though, as long as possible to prevent the large open belly of the BUFF,
>> filled with of 42,000 pounds of iron bombs, in addition to 12,000 pounds on
>> two pylons under the wings, from suddenly showing a much larger return on
>> the air defense radar below.
>>   At about 30 seconds from the release point, the crew electronic warfare
>> officer (EW) reported over the intercom, "SAM uplink, 2 o'clock!" (He could
>> see on his equipment scope the guidance signal of a SAM coming toward us
>> from the right and slightly forward.)
>>   We immediately went into a HARD, shuddering (shuddering caused by the
>> wing tip on the outside of the turn in a high-speed buffet/stalling
>> situation), right turn at a very steep bank angle (much steeper than the
>> recommended max of 30 degrees) to try to make the missile overshoot us in
>> the turn.  There was a bright flash and a muffled explosion.  The aircraft
>> lurched slightly, as if driving over a speed bump.
>>   EW warned again, "SAM uplink, 9 o'clock!"
>>   This time, a HARD, shuddering turn to the left; again at a very steep
>> bank angle.  'Another bright flash and another muffled explosion, followed
>> immediately by the slight lurch of the aircraft flying through the
>> exploding missile's blast wave.  We were now very close to the release
>> point, but in a hard left turn going way off the required release heading.
>> We quickly rolled back straight and level for the bomb release with the PDI
>> centered - that's the Pilot's Data Indicator, a bombing computer
>> instrument, showing number of degrees to turn left or right to fly to the
>> release point.
>>   Nav, reading the time-to-go (TG) meter, reported, with his voice
>> getting high and squeaky, "10 seconds!"  (Elapsed time was significantly
>> extended from the TG at the beginning of these maneuvers because of the
>> turns away from the release point.)
>>   Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two SAMs
>> launched directly in front of us and coming toward us.)
>>   Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
>>   With highly elevated pucker factor, we waited - aircraft straight and
>> level; PDI centered; EW watching the SAM guidance signals on his scope as
>> the missiles rapidly approached.  The time-to-go needle seemed to take
>> forever to come off the eight-second mark.  It quivered slightly and crept
>> ever so slowly downward.  At 5 seconds, we opened the doors; it took other
>> eternity for the needle to pass 4, 3, 2 and 1.  At zero, the aircraft
>> shuddered slightly, indicating bombs release - 108 500-pounders away in 3
>> seconds - followed immediately by another shuddering, HARD, right turn, as
>> we closed the bomb bay doors and the two SAMs streaked past just to the
>> left of the forward fuselage.  We quickly rejoined the other two BUFFs in
>> our cell and headed back to U-Tapao, continuing the evasive zigzag for
>> another five minutes or so as more SAM's were fired at us from the rear.
>>   After things had settled down significantly - EW was no longer seeing
>> SAM guidance signals on his scopes, and the gunner in the tail was no
>> longer calling out visual SAM sightings - we gave each other "ATTABOYS" for
>> keeping things together so nicely.  Otherwise, all was quiet in the
>> aircraft, except for the very loud scream of the slipstream and engines as
>> we kept the airspeed at bomb-run level of 470 knots to help reduce our
>> extended exposure caused by the 100 to 120-knot headwind from the west.  It
>> was very hard for us to believe what we had just flown through.  Many long
>> pauses were interrupted by exclamations of shock, relief, disbelief and
>> "OH, S**T's!" from all members of the crew.
>>   If we had not turned at just the right moment after "bombs away," those
>> last two missiles likely would have scored direct hits.  We all agreed that
>> we had, indeed, had our lucky day.  (Actually a lucky day for all the BUFFs
>> - none were lost this night.)
>

Re: [MBZ] OT - non-political B-52 tale - RADIO HANOI

2014-10-12 Thread Dwight Giles via Mercedes
Wilton, how do you remember such detail? These are awesome as all the Sondy
tales are.
On Oct 12, 2014 7:05 PM, "WILTON via Mercedes" 
wrote:

>
> Another non-political B-52 tale:
>
> RADIO HANOI - LONGEST 8 SECONDS
> By Wilton Strickland
>
>My crew's target the night of 19 Dec '72, the second night of the
> Linebacker II campaign, was Radio Hanoi just off the southwestern corner of
> Hanoi.  Approach to the target was from the northwest at 36,000 feet; true
> airspeed (TAS) 470 knots.  We had already been doing evasive maneuvers
> (zigzagging), starting about 75 nautical miles from the target because of
> the many surface-to-air missiles (SAMs) being fired at us.
>At 60 seconds to the bomb release point, normal procedures called for
> us to open the bomb bay doors.  We had decided to keep the doors closed,
> though, as long as possible to prevent the large open belly of the BUFF,
> filled with of 42,000 pounds of iron bombs, in addition to 12,000 pounds on
> two pylons under the wings, from suddenly showing a much larger return on
> the air defense radar below.
>At about 30 seconds from the release point, the crew electronic warfare
> officer (EW) reported over the intercom, "SAM uplink, 2 o'clock!" (He could
> see on his equipment scope the guidance signal of a SAM coming toward us
> from the right and slightly forward.)
>We immediately went into a HARD, shuddering (shuddering caused by the
> wing tip on the outside of the turn in a high-speed buffet/stalling
> situation), right turn at a very steep bank angle (much steeper than the
> recommended max of 30 degrees) to try to make the missile overshoot us in
> the turn.  There was a bright flash and a muffled explosion.  The aircraft
> lurched slightly, as if driving over a speed bump.
>EW warned again, "SAM uplink, 9 o'clock!"
>This time, a HARD, shuddering turn to the left; again at a very steep
> bank angle.  'Another bright flash and another muffled explosion, followed
> immediately by the slight lurch of the aircraft flying through the
> exploding missile's blast wave.  We were now very close to the release
> point, but in a hard left turn going way off the required release heading.
> We quickly rolled back straight and level for the bomb release with the PDI
> centered - that's the Pilot's Data Indicator, a bombing computer
> instrument, showing number of degrees to turn left or right to fly to the
> release point.
>Nav, reading the time-to-go (TG) meter, reported, with his voice
> getting high and squeaky, "10 seconds!"  (Elapsed time was significantly
> extended from the TG at the beginning of these maneuvers because of the
> turns away from the release point.)
>Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two SAMs
> launched directly in front of us and coming toward us.)
>Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
>With highly elevated pucker factor, we waited - aircraft straight and
> level; PDI centered; EW watching the SAM guidance signals on his scope as
> the missiles rapidly approached.  The time-to-go needle seemed to take
> forever to come off the eight-second mark.  It quivered slightly and crept
> ever so slowly downward.  At 5 seconds, we opened the doors; it took other
> eternity for the needle to pass 4, 3, 2 and 1.  At zero, the aircraft
> shuddered slightly, indicating bombs release - 108 500-pounders away in 3
> seconds - followed immediately by another shuddering, HARD, right turn, as
> we closed the bomb bay doors and the two SAMs streaked past just to the
> left of the forward fuselage.  We quickly rejoined the other two BUFFs in
> our cell and headed back to U-Tapao, continuing the evasive zigzag for
> another five minutes or so as more SAM's were fired at us from the rear.
>After things had settled down significantly - EW was no longer seeing
> SAM guidance signals on his scopes, and the gunner in the tail was no
> longer calling out visual SAM sightings - we gave each other "ATTABOYS" for
> keeping things together so nicely.  Otherwise, all was quiet in the
> aircraft, except for the very loud scream of the slipstream and engines as
> we kept the airspeed at bomb-run level of 470 knots to help reduce our
> extended exposure caused by the 100 to 120-knot headwind from the west.  It
> was very hard for us to believe what we had just flown through.  Many long
> pauses were interrupted by exclamations of shock, relief, disbelief and
> "OH, S**T's!" from all members of the crew.
>If we had not turned at just the right moment after "bombs away," those
> last two missiles likely would have scored direct hits.  We all agreed that
> we had, indeed, had our lucky day.  (Actually a lucky day for all the BUFFs
> - none were lost this night.)
>After landing back at U-Tapao, we jumped out of the aircraft and ran
> around looking for holes in it, just knowing it must have some.  Finally,
> finding none, I said to the rest of the crew, "Let's go; we're out here on
>

Re: [MBZ] OT - non-political B-52 tale - PHUC YEN

2014-10-12 Thread Dwight Giles via Mercedes
Wilton- you should really  turn these tales into a book.  I bet there is a
publisher who would love these up-close stories of this war. Sorry if I
sound like an academic.  They are so well written & I think previously
untold. ATTABOY.
On Oct 7, 2014 7:24 PM, "WILTON via Mercedes"  wrote:

>
> Another non-political B-52 tale:
>
> PHUC YEN
> By Wilton Strickland
>
>By December 13, 1972, my B-52 (Big Ugly Fat Fellow - BUFF) crew from
> Kincheloe AFB, MI, had completed our normal six-month temporary duty tour
> flying Operation Arc Light bombing missions from Guam and U-Tapao, Thailand
> to Vietnam.  We had spent about half the time flying out of Guam, the other
> half flying from Thailand.  Because our gunner had already had several
> other Arc Light tours and there was not a significant shortage of gunners
> in the theater, he was allowed to return home.  Officially, our crew was no
> longer there, but the five officers on the crew were held for several more
> days to fly extra missions as individual substitutes on other crews.
> Co-pilot, EW (electronic warfare officer) and I chose to return to Thailand
> to fly the extra missions.
>The original plan for the trip home, 'til we were extended, had been
> for us to fly a bomber from Guam to the Boeing Plant at Wichita, KS, about
> 14 or 15 Dec.  After we were extended, though, the plan was for us to go
> home on a Kincheloe KC-135 tanker about 23 or 24 Dec.  The tanker would be
> flying from U-Tapao to Guam the night of 23 Dec.
>I wanted to fly the extra missions from Thailand, because the mission
> length from Thailand was less than a third that from Guam, and I also had a
> new microwave oven and a motorcycle in boxes in a storage room on Guam that
> I wanted to take home.  I had planned to take the items home in the BUFF,
> but now that I was going to be a passenger on a tanker, and because a
> weight limit had recently been placed on passenger luggage, I had to work
> out a way to get my excess included with the tanker crew's stuff.  I could
> do that much more easily if I traveled from Thailand to Guam with them
> before going on to Michigan.
>After returning to U-Tapao, I temporarily joined a crew from Westover
> AFB, MA.  The captain I was replacing was back home being treated for high
> blood pressure.  (My blood pressure was about to get a significant boost!)
> By Dec 18, I had flown three very routine and uneventful missions to
> targets just south of the 20th parallel in North Vietnam with this crew.
>Things began to change drastically, though, on Dec 18th.  Because we
> had not flown our normal daily schedule of a cell of three bombers taking
> off every hour throughout the day on the 18th, we BUFF crewmen suspected
> something bigger must have been coming.  By noon, when schedules were
> posted for nearly 50 crews to attend pre-mission briefings in late
> afternoon and early evening, we knew something big was up.   When the
> curtains were drawn to reveal our targets at the beginning of our
> pre-mission briefing, we knew we were finally going to fight the Vietnam
> War the way most of us thought it should have been done years before.
> Forty two B-52D's from U-Tapao and eighty nine B-52D's and G's from Guam
> were going to attack strategic targets in and around Hanoi that night - we
> were finally going to take the war "home" to the North Vietnamese
> government.  We were going to destroy their war-making capacity - petroleum
> production and storage facilities, assembly plants, rail transshipment
> yards, power production and transmission systems, communications and
> command and control systems, airfields, surface-to-air missile (SAM)
> storage and launch sites, and much more.  These facilities and systems were
> vital to the enemy's war effort and had contributed directly to the loss of
> many American and South Vietnamese lives throughout the war. Many of these
> potential targets, however, had been off limits to attack by American
> airmen for most of the war.  This was the opening night of Linebacker II,
> called by many "The Eleven-Day War," the no-holds-barred bombing campaign
> which finally persuaded the North Vietnamese to negotiate a settlement
> ending US involvement in the war. Immediately, during the pre-mission
> briefing, though, several of us saw possible serious problems with the
> tactics.  All bombers were going in-trail (one behind the other) at the
> same altitude (35,000 to 36,000 feet) northbound along the same route about
> 150 nautical miles (NM) west of Hanoi to a point about 100 miles northwest
> of the city before turning southeast and splitting off to go to separate
> targets in and around Hanoi.  Long before we could get to this major
> turning point, the enemy air defense forces would know our spacing and
> altitude - part of their gunnery/firing problem was already solved before
> we turned inbound toward the targets.
>My crew's target was Phuc Yen airfield about 10 miles north of Hano

[MBZ] transmission knock 85 w123

2014-10-12 Thread Karl Wittnebel via Mercedes
Hi All,

What is that loud ticking sound coming out the bottom of my freshly
overhauled transmission at cold idle, up near where it joins the motor? Is
it normal, or are the torque converter bolts loose or something? It is
definitely louder lately. I want to say about 2 ticks per second. You can
hear it from above but it is loudest down at the open grate on the bottom
of the transmission.

In other news the kkk makes 9.5 lb boost at max load at the intake port. I
think that is pretty close to stock. Whoever said a loud turbo is a bad
turbo shoukd have added "unless the intake seals are leaking".
On Oct 12, 2014 4:05 PM, "WILTON via Mercedes" 
wrote:

>
> Another non-political B-52 tale:
>
> RADIO HANOI - LONGEST 8 SECONDS
> By Wilton Strickland
>
>My crew's target the night of 19 Dec '72, the second night of the
> Linebacker II campaign, was Radio Hanoi just off the southwestern corner of
> Hanoi.  Approach to the target was from the northwest at 36,000 feet; true
> airspeed (TAS) 470 knots.  We had already been doing evasive maneuvers
> (zigzagging), starting about 75 nautical miles from the target because of
> the many surface-to-air missiles (SAMs) being fired at us.
>At 60 seconds to the bomb release point, normal procedures called for
> us to open the bomb bay doors.  We had decided to keep the doors closed,
> though, as long as possible to prevent the large open belly of the BUFF,
> filled with of 42,000 pounds of iron bombs, in addition to 12,000 pounds on
> two pylons under the wings, from suddenly showing a much larger return on
> the air defense radar below.
>At about 30 seconds from the release point, the crew electronic warfare
> officer (EW) reported over the intercom, "SAM uplink, 2 o'clock!" (He could
> see on his equipment scope the guidance signal of a SAM coming toward us
> from the right and slightly forward.)
>We immediately went into a HARD, shuddering (shuddering caused by the
> wing tip on the outside of the turn in a high-speed buffet/stalling
> situation), right turn at a very steep bank angle (much steeper than the
> recommended max of 30 degrees) to try to make the missile overshoot us in
> the turn.  There was a bright flash and a muffled explosion.  The aircraft
> lurched slightly, as if driving over a speed bump.
>EW warned again, "SAM uplink, 9 o'clock!"
>This time, a HARD, shuddering turn to the left; again at a very steep
> bank angle.  'Another bright flash and another muffled explosion, followed
> immediately by the slight lurch of the aircraft flying through the
> exploding missile's blast wave.  We were now very close to the release
> point, but in a hard left turn going way off the required release heading.
> We quickly rolled back straight and level for the bomb release with the PDI
> centered - that's the Pilot's Data Indicator, a bombing computer
> instrument, showing number of degrees to turn left or right to fly to the
> release point.
>Nav, reading the time-to-go (TG) meter, reported, with his voice
> getting high and squeaky, "10 seconds!"  (Elapsed time was significantly
> extended from the TG at the beginning of these maneuvers because of the
> turns away from the release point.)
>Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two SAMs
> launched directly in front of us and coming toward us.)
>Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
>With highly elevated pucker factor, we waited - aircraft straight and
> level; PDI centered; EW watching the SAM guidance signals on his scope as
> the missiles rapidly approached.  The time-to-go needle seemed to take
> forever to come off the eight-second mark.  It quivered slightly and crept
> ever so slowly downward.  At 5 seconds, we opened the doors; it took other
> eternity for the needle to pass 4, 3, 2 and 1.  At zero, the aircraft
> shuddered slightly, indicating bombs release - 108 500-pounders away in 3
> seconds - followed immediately by another shuddering, HARD, right turn, as
> we closed the bomb bay doors and the two SAMs streaked past just to the
> left of the forward fuselage.  We quickly rejoined the other two BUFFs in
> our cell and headed back to U-Tapao, continuing the evasive zigzag for
> another five minutes or so as more SAM's were fired at us from the rear.
>After things had settled down significantly - EW was no longer seeing
> SAM guidance signals on his scopes, and the gunner in the tail was no
> longer calling out visual SAM sightings - we gave each other "ATTABOYS" for
> keeping things together so nicely.  Otherwise, all was quiet in the
> aircraft, except for the very loud scream of the slipstream and engines as
> we kept the airspeed at bomb-run level of 470 knots to help reduce our
> extended exposure caused by the 100 to 120-knot headwind from the west.  It
> was very hard for us to believe what we had just flown through.  Many long
> pauses were interrupted by exclamations of shock, relief, disbelief and
> "OH, S**T's!" from al

[MBZ] OT - non-political B-52 tale - RADIO HANOI

2014-10-12 Thread WILTON via Mercedes


Another non-political B-52 tale:

RADIO HANOI - LONGEST 8 SECONDS
By Wilton Strickland

   My crew's target the night of 19 Dec '72, the second night of the 
Linebacker II campaign, was Radio Hanoi just off the southwestern corner of 
Hanoi.  Approach to the target was from the northwest at 36,000 feet; true 
airspeed (TAS) 470 knots.  We had already been doing evasive maneuvers 
(zigzagging), starting about 75 nautical miles from the target because of 
the many surface-to-air missiles (SAMs) being fired at us.
   At 60 seconds to the bomb release point, normal procedures called for us 
to open the bomb bay doors.  We had decided to keep the doors closed, 
though, as long as possible to prevent the large open belly of the BUFF, 
filled with of 42,000 pounds of iron bombs, in addition to 12,000 pounds on 
two pylons under the wings, from suddenly showing a much larger return on 
the air defense radar below.
   At about 30 seconds from the release point, the crew electronic warfare 
officer (EW) reported over the intercom, "SAM uplink, 2 o'clock!" (He could 
see on his equipment scope the guidance signal of a SAM coming toward us 
from the right and slightly forward.)
   We immediately went into a HARD, shuddering (shuddering caused by the 
wing tip on the outside of the turn in a high-speed buffet/stalling 
situation), right turn at a very steep bank angle (much steeper than the 
recommended max of 30 degrees) to try to make the missile overshoot us in 
the turn.  There was a bright flash and a muffled explosion.  The aircraft 
lurched slightly, as if driving over a speed bump.

   EW warned again, "SAM uplink, 9 o'clock!"
   This time, a HARD, shuddering turn to the left; again at a very steep 
bank angle.  'Another bright flash and another muffled explosion, followed 
immediately by the slight lurch of the aircraft flying through the exploding 
missile's blast wave.  We were now very close to the release point, but in a 
hard left turn going way off the required release heading.  We quickly 
rolled back straight and level for the bomb release with the PDI centered - 
that's the Pilot's Data Indicator, a bombing computer instrument, showing 
number of degrees to turn left or right to fly to the release point.
   Nav, reading the time-to-go (TG) meter, reported, with his voice getting 
high and squeaky, "10 seconds!"  (Elapsed time was significantly extended 
from the TG at the beginning of these maneuvers because of the turns away 
from the release point.)
   Meanwhile, EW was warning, "Two SAM uplinks, 12 o'clock!"  (Two SAMs 
launched directly in front of us and coming toward us.)

   Co-pilot confirmed, "Two visual SAM's, 12 o'clock!"
   With highly elevated pucker factor, we waited - aircraft straight and 
level; PDI centered; EW watching the SAM guidance signals on his scope as 
the missiles rapidly approached.  The time-to-go needle seemed to take 
forever to come off the eight-second mark.  It quivered slightly and crept 
ever so slowly downward.  At 5 seconds, we opened the doors; it took other 
eternity for the needle to pass 4, 3, 2 and 1.  At zero, the aircraft 
shuddered slightly, indicating bombs release - 108 500-pounders away in 3 
seconds - followed immediately by another shuddering, HARD, right turn, as 
we closed the bomb bay doors and the two SAMs streaked past just to the left 
of the forward fuselage.  We quickly rejoined the other two BUFFs in our 
cell and headed back to U-Tapao, continuing the evasive zigzag for another 
five minutes or so as more SAM's were fired at us from the rear.
   After things had settled down significantly - EW was no longer seeing 
SAM guidance signals on his scopes, and the gunner in the tail was no longer 
calling out visual SAM sightings - we gave each other "ATTABOYS" for keeping 
things together so nicely.  Otherwise, all was quiet in the aircraft, except 
for the very loud scream of the slipstream and engines as we kept the 
airspeed at bomb-run level of 470 knots to help reduce our extended exposure 
caused by the 100 to 120-knot headwind from the west.  It was very hard for 
us to believe what we had just flown through.  Many long pauses were 
interrupted by exclamations of shock, relief, disbelief and "OH, S**T's!" 
from all members of the crew.
   If we had not turned at just the right moment after "bombs away," those 
last two missiles likely would have scored direct hits.  We all agreed that 
we had, indeed, had our lucky day.  (Actually a lucky day for all the 
BUFFs - none were lost this night.)
   After landing back at U-Tapao, we jumped out of the aircraft and ran 
around looking for holes in it, just knowing it must have some.  Finally, 
finding none, I said to the rest of the crew, "Let's go; we're out here on a 
black night, looking for black holes in a black airplane.  Let's just be 
thankful to make it safely back home; let's go to bed."  (I think the 
aircraft did have some holes in it, but we were busy making additional trips 
to Ha

Re: [MBZ] Is a 2013 E350 BluTec worth $48k

2014-10-12 Thread WILTON via Mercedes

Yes, but not at $48k.

Wilton

- Original Message - 
From: "Mitch Haley via Mercedes" 

To: "Mercedes Discussion List" 
Sent: Sunday, October 12, 2014 4:27 PM
Subject: [MBZ] Is a 2013 E350 BluTec worth $48k



...with 2000 miles on the odometer?
Hey, Wilton, still looking for a late model diesel?

http://www.leasetrader.com/2013_Mercedes-Benz_E350_BlueTec_Diesel_192997.xhtml

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Re: [MBZ] Is a 2013 E350 BluTec worth $48k

2014-10-12 Thread Rich Thomas via Mercedes
I was looking on CarMax and CPO and there were several 3 or 4 years old 
in the mid-30ks, they all seem to be about exactly the same price.  ML 
dizzels too.


--R


On 10/12/14 5:31 PM, Dwight Giles via Mercedes wrote:

I saw a new one at the stealer for 60k. Can get a stripped down 2014 GLK
BluTec for $39k.
On Oct 12, 2014 4:43 PM, "Mitch Haley via Mercedes" 
wrote:


Dan Penoff via Mercedes wrote:


  $700 transfer fee plus a $350-$700 "disposition fee" at lease end?  Ouch.


I'd try to make the seller eat the transfer fee, but the disposition fee
is probably on you.

This is probably a decent deal if you want a heavily loaded Chevy Cruze
with 30k on it. GM employee paid for a 20k/year lease and didn't rack up
the miles he paid for.
http://www.leasetrader.com/2012_Chevrolet_Cruze_LTZ_192150.xhtml

Mitch.

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Re: [MBZ] Is a 2013 E350 BluTec worth $48k

2014-10-12 Thread Dwight Giles via Mercedes
I saw a new one at the stealer for 60k. Can get a stripped down 2014 GLK
BluTec for $39k.
On Oct 12, 2014 4:43 PM, "Mitch Haley via Mercedes" 
wrote:

> Dan Penoff via Mercedes wrote:
>
>>  $700 transfer fee plus a $350-$700 "disposition fee" at lease end?  Ouch.
>>
>
> I'd try to make the seller eat the transfer fee, but the disposition fee
> is probably on you.
>
> This is probably a decent deal if you want a heavily loaded Chevy Cruze
> with 30k on it. GM employee paid for a 20k/year lease and didn't rack up
> the miles he paid for.
> http://www.leasetrader.com/2012_Chevrolet_Cruze_LTZ_192150.xhtml
>
> Mitch.
>
> ___
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>
> To search list archives http://www.okiebenz.com/archive/
>
> To Unsubscribe or change delivery options go to:
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>
> All posts are the result of individual contributors and as such, those
> individuals are responsible for the content of the post.  The list owner
> has no control over the content of the messages of each contributor.
>
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Re: [MBZ] OT - Attention Home Brewers!

2014-10-12 Thread Rich Thomas via Mercedes
My strong scotch ale is getting low, and I only have a bottle or two of 
my hoppy brown ale, so time to get more going!  My daughter brought me 
some she had made, a couple are left...


I think for Christmas I will ask Santa for the BrewPi board and stuff, I 
have the Raspi so that is good to go.


--R


On 10/12/14 4:37 PM, Peter Frederick wrote:
I've been using an inexpensive Johnson Controls analog temp controller 
for about ten years now.  Works fine, absolute to the degree control 
isn't really necessary, and they are cheap.


I did burn one up though on the old fridge with a bad compressor that 
would periodically lock up and draw a ton o' juice.


I just kegged a robust porter for the Wandering Owl fundraiser at the 
local forest preserve, and have an 80/s Scottish aie that needs to get 
bottled soon.  Maybe tomorrow, I'm making donuts tonight.


Peter




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Re: [MBZ] Is a 2013 E350 BluTec worth $48k

2014-10-12 Thread Mitch Haley via Mercedes

Dan Penoff via Mercedes wrote:

 $700 transfer fee plus a $350-$700 "disposition fee" at lease end?  Ouch.


I'd try to make the seller eat the transfer fee, but the disposition fee is 
probably on you.


This is probably a decent deal if you want a heavily loaded Chevy Cruze with 30k 
on it. GM employee paid for a 20k/year lease and didn't rack up the miles he 
paid for.

http://www.leasetrader.com/2012_Chevrolet_Cruze_LTZ_192150.xhtml

Mitch.

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Re: [MBZ] Is a 2013 E350 BluTec worth $48k

2014-10-12 Thread Dan Penoff via Mercedes
 $700 transfer fee plus a $350-$700 "disposition fee" at lease end?  Ouch.


On Oct 12, 2014, at 4:27 PM, Mitch Haley via Mercedes  
wrote:

> ...with 2000 miles on the odometer?
> Hey, Wilton, still looking for a late model diesel?
> 
> http://www.leasetrader.com/2013_Mercedes-Benz_E350_BlueTec_Diesel_192997.xhtml
> 
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> 
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> 
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> individuals are responsible for the content of the post.  The list owner has 
> no control over the content of the messages of each contributor.


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Re: [MBZ] OT - Attention Home Brewers!

2014-10-12 Thread Peter Frederick via Mercedes
I've been using an inexpensive Johnson Controls analog temp controller  
for about ten years now.  Works fine, absolute to the degree control  
isn't really necessary, and they are cheap.


I did burn one up though on the old fridge with a bad compressor that  
would periodically lock up and draw a ton o' juice.


I just kegged a robust porter for the Wandering Owl fundraiser at the  
local forest preserve, and have an 80/s Scottish aie that needs to get  
bottled soon.  Maybe tomorrow, I'm making donuts tonight.


Peter

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[MBZ] Is a 2013 E350 BluTec worth $48k

2014-10-12 Thread Mitch Haley via Mercedes

...with 2000 miles on the odometer?
Hey, Wilton, still looking for a late model diesel?

http://www.leasetrader.com/2013_Mercedes-Benz_E350_BlueTec_Diesel_192997.xhtml

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Re: [MBZ] Source for Bumper Cover

2014-10-12 Thread LarryT via Mercedes
Have you checked local PnP?   No shipping there ;-)  I know there's 1 or 
2 140s at our local recycle center but if the bumpers are connected as 
tightly as the door handle it's probably more than I could do in a 
grassy/muddy field.  ;-)There's always Potomac - although they 
always seemed high whenever I checked them


Larry
On 10/10/2014 8:45 AM, Dan Penoff via Mercedes wrote:

Thanks, Larry!

I checked them out and it was a good deal - until shipping got added! They 
wanted more for shipping than the bumper cover cost!

Bumper cover - $130
Shipping - $175

Ouch!

It was worth a shot. I appreciate the suggestion.

Dan

Sent from my iPad


On Oct 10, 2014, at 8:02 AM, LarryT via Mercedes  wrote:

Hi Dan,
you didn't mention what year your S420 is - but I looked at Rockauto.com and they 
have them for a 96 w/o Parktronic.   They also offer several types & 
manufacturers.

LarryT
91 300D


On 10/9/2014 11:49 AM, Dan Penoff via Mercedes wrote:
Need a front bumper cover for the S420.  I've seen a few on eBay, but they all have the 
Parktronic sensor holes in them.  None of the local "recyclers" have any, 
either, although for as cheap as these appear to be I would just as well spend the money 
on a new (aftemarket) one, which appear to be around $175-$200.

Any suggestions?

Dan
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Re: [MBZ] Source for Bumper Cover

2014-10-12 Thread LarryT via Mercedes

Yikes!  Never saw that before!

Larry

On 10/10/2014 8:45 AM, Dan Penoff via Mercedes wrote:

Thanks, Larry!

I checked them out and it was a good deal - until shipping got added! They 
wanted more for shipping than the bumper cover cost!

Bumper cover - $130
Shipping - $175

Ouch!

It was worth a shot. I appreciate the suggestion.

Dan

Sent from my iPad


On Oct 10, 2014, at 8:02 AM, LarryT via Mercedes  wrote:

Hi Dan,
you didn't mention what year your S420 is - but I looked at Rockauto.com and they 
have them for a 96 w/o Parktronic.   They also offer several types & 
manufacturers.

LarryT
91 300D


On 10/9/2014 11:49 AM, Dan Penoff via Mercedes wrote:
Need a front bumper cover for the S420.  I've seen a few on eBay, but they all have the 
Parktronic sensor holes in them.  None of the local "recyclers" have any, 
either, although for as cheap as these appear to be I would just as well spend the money 
on a new (aftemarket) one, which appear to be around $175-$200.

Any suggestions?

Dan
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Re: [MBZ] OT - Attention Home Brewers!

2014-10-12 Thread Rich Thomas via Mercedes
Yesterday I brewed an oatmeal stout that has started bubbling away, and 
in a coupla minutes I am going to brew an Oktoberfest, and I have the 
ingredients for a Bells Two hearted Ale clone that I brew with some 
cherry wood shavings that give it an amazing flavor, but will have to 
wait as my carboys are full, or I guess I could put it in a bucket.


I saw that temp controller this morning, and I thought to build one, but 
it would be better to go all-in and build a controller for the garage 
fridge to keep it all where it needs to be.  I want to do some lagers so 
this would do the trick.


http://www.brewpi.com/  this can log and transmit and all that too while 
keeping the yeastiebeasties working at peak efficiency!



--R


On 10/12/14 3:17 PM, Dan Penoff via Mercedes wrote:

Aren soe of you home brewers?  This might be of some interest:

http://hackaday.com/2014/10/11/keep-an-eye-on-your-fermenting-beer-with-brewmonitor/

Dan
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[MBZ] OT - Attention Home Brewers!

2014-10-12 Thread Dan Penoff via Mercedes
Aren soe of you home brewers?  This might be of some interest:

http://hackaday.com/2014/10/11/keep-an-eye-on-your-fermenting-beer-with-brewmonitor/

Dan
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Re: [MBZ] 123 fuel sender and hubcap

2014-10-12 Thread Dwight Giles via Mercedes
I saw a masking tool once that covered the star. Looked like a big branding
iron.
On Oct 12, 2014 1:10 PM, "WILTON via Mercedes" 
wrote:

> BTW, about 14 years ago, I did a beautiful job of painting 123 wheel
> covers of other colors to the ivory I needed.  'Masked the center star and
> elsewhere as necessary with masking tape and sprayed 'em with paint from
> towerpaint.com.  'The masking took some care, of course, but overall, it
> was a fairly easy job.  The results looked so good, I even gave myself an
> ATTABOY.
>
> Wilton
>
> - Original Message - From: "Curly McLain via Mercedes" <
> mercedes@okiebenz.com>
> To: "Mercedes Discussion List" 
> Sent: Sunday, October 12, 2014 11:44 AM
> Subject: [MBZ] 123 fuel sender and hubcap
>
>
>  Last call.  Does anyone have a 123 fuel sender or a midnight blue hubcap
>> for a 123?  I've had no positive responses so far.   If you have one or the
>> other, let me know.   It looks like I will have to find a junkyard on
>> car-part.com.
>>
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>> has no control over the content of the messages of each contributor.
>>
>
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Re: [MBZ] 123 fuel sender and hubcap

2014-10-12 Thread WILTON via Mercedes
BTW, about 14 years ago, I did a beautiful job of painting 123 wheel covers 
of other colors to the ivory I needed.  'Masked the center star and 
elsewhere as necessary with masking tape and sprayed 'em with paint from 
towerpaint.com.  'The masking took some care, of course, but overall, it was 
a fairly easy job.  The results looked so good, I even gave myself an 
ATTABOY.


Wilton

- Original Message - 
From: "Curly McLain via Mercedes" 

To: "Mercedes Discussion List" 
Sent: Sunday, October 12, 2014 11:44 AM
Subject: [MBZ] 123 fuel sender and hubcap


Last call.  Does anyone have a 123 fuel sender or a midnight blue hubcap 
for a 123?  I've had no positive responses so far.   If you have one or 
the other, let me know.   It looks like I will have to find a junkyard on 
car-part.com.


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[MBZ] 123 fuel sender and hubcap

2014-10-12 Thread Curly McLain via Mercedes
Last call.  Does anyone have a 123 fuel sender or a midnight blue 
hubcap for a 123?  I've had no positive responses so far.   If you 
have one or the other, let me know.   It looks like I will have to 
find a junkyard on car-part.com.


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[MBZ] somewhat OT 3D printer

2014-10-12 Thread Rich Thomas via Mercedes

Here is an interesting intro to 3D printers

https://www.packtpub.com/books/content/6-months-open-source-3d-printer

--R

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