Vecenta' Richard P. Dansby, grew up on the Monterey Peninsula as a child of a military parent, my father, MSgt Porter M. Dansby. After graduating from Seaside High School in June of 1966, and a very brief period at Monterey Peninsula Junior College, I enlisted in the U.S. Air Force March of '67. After basic training at Lackland Air Force Base, Texas, I received my orders to attend schooling at Chanute AFB as an Auto Pilot Electronic Systems Specialist. The autopilot schooling was a (9) nine-month course in learning to read electronic schematics, and we were one of the last to learn of amplification of tubes to generate and manage electrical flow of electrons. It was the beginning of transitioning from tubes to transistors NPN/PNP designed for more compactness for military purposes. After training for autopilot systems, I received TDY to Steward AFB, TN for additional training for the C-130 autopilot system, and from there to a remote assignment to Mactan AB in Cebu, Philippines, latter part of March '68. This assignment to Mactan AB, 463 FMS (the whole squadron) was later reassigned to Clark AFB, Mindanao; and the period of the initial assignment was extended from 12 months to 15 months. I did receive TDY orders to Vietnam, landed at Hue AB, preceded to Tansanut AB, Vietnam, and further TDY to Camron Bay, Vietnam, also. 

After my tour of duty in the Philippines, I received an assignment Hamilton AFB, and primarily worked on the older model aircraft, C-118 (DC-6), and T-29 (C-131), basic equipment exchange, replace the old malfunctioning equipment, and replacing it with a new piece of equipment; and then check for proper voltages, with power to the aircraft, then followed by test flights. While at Hamilton AFB, the Air Force had a desire to have myself and others train for the F-106 aircraft, that's when I chose to apply to cross-train into the Air Traffic Control AFSN 27200 career field. 

To be brief, I did my ATC training at Keesler AFB, Biloxi, Mississippi in mid-1970, after graduation I was assigned to McClellan AFB, Sacramento, CA as a VFR Tower Controller, which I earned and did well. I can't recall exact dates I trained to receive my IFR, radar qualification rating. I was introduced to Precision Approach Radar (PAR), maybe the third quarter of '73. I do remember that after my initial training, I actually worked by myself in February, and made over 60 precision approaches, what a day. My primary task, was the VFR tower, my father had the opportunity to visit one day, and see me work the Local position, and control the air traffic, what a joy. One other time, I was working Local position, controlling the VFR air traffic, and 1 Star General Burris made a surprised visit. General Burris remained In the tower for a period of time, and all went well, except Flite Data person, Airmen Brown ( his father was the Chief Controller at Stapleton Airport, CO. at that time, got written up_"needing a haircut”). We laughed for days on end. In 1975, early March I received orders to Kunsan AB, Korea, as a shift- supervisor in a mobile radar unit and was assigned a crew to manage. Our assignment, to provide radar assistance for landing, and at times provide vectoring services around inclined weather via our radar capability (mobile RAPCON). The primary aircraft we serviced for landing or practice approaches were a squadron of F-4s aircraft, with the call-sign, Juvat followed by a number. My end of career as a military Air Traffic Controller was at the arrival and departure point for many military personnel, Travis Air Force Base, Fairfield, CA in March 1976. After becoming familiar with Travis's RADAR traffic procedures, I was assigned a crew of 13 individuals, and I cherished those moments then, and still. The crew that I was fortunate to supervise never ever erred in their responsibilities.