Flying the F-4 Phantom in Combat

The GIB LADD

One morning during the winter of 1973 I left the 35th Tactical Fighter Squadron building located adjacent to the center of the Kunsan AB, Korea, runway.  Four of us were on our way to the south end of the runway to sit on air defense alert.  During my time at the Kune the wing always had two F-4s on air defense alert to intercept any unidentified airplanes that approached the Korean Air Defense Identification Zone (ADIZ).  We had to be airborne within ten minutes from the time the bell rang – literally there was a very loud bell sound that when activated caused us to run to the airplane, do a cartridge start and blast off into the sky and follow the instructions from the air traffic controller who vectored our two F-4Ds to the target.

I will never forget this particular morning because the four of us watched as one of our F-4D models crashed and burned trying to make a heavy weight take off.  The D model had three external tanks with full fuel plus a simulated B-43 nuke bomb (2,060 or 2,120 lbs).  I don’t have the D model weight stats handy, but a block 50 E model with this configuration would have been 57,120 lbs.  That is a heavy takeoff weight!

The airplane didn’t crash entirely because of its weight.  The Phantom crashed primarily because it had an engine fire right after max abort speed and never got enough airspeed to stay in the air.  The Phantom was on fire as it got airborne.  I could see the flames coming out of the airplane as it passed me a few hundred feet off of the ground.  We watched as the airplane disappeared behind a small island at the south end of the Kunsan runway.  The airplane descended behind the small hill on the little island.  We then saw a big orange and black fire ball, but no chutes.  I remember the awful feeling I had at the time watching two of my friends die.  Fortunately both guys ejected safely behind the small hill on the little island, but we could not see their chutes.

Chuck Banks, the pilot, told us later that he realized he was on fire immediately after getting airborne plus the tower told him on the radio.  As Chuck was reaching for the panic button to blow everything off the airplane he was distracted when the Phantom lost all electrical power while just a few hundred feet above the runway.  The loss of power got the crew’s attention.  Instead of pushing the panic button anyway (it had a battery backup) Chuck put the RAT (ram air turbine) out to get electrical power.  He then became distracted by the stalling airplane and never did hit the panic button.  The heavy weight of the airplane and the loss of power caused by the engine fire meant that the airplane did not have much airspeed and was unable to climb.  As the airplane slowed and started to descend because of no power the frontseater gave the eject order.  I recall the backseater telling us later he said “I’m out of here” as he pulled the ejection handle.

The reason the airplane was configured with the tanks and two nuke bombs is because that is how it was configured when the Operational Readiness Inspection team landed at Kunsan.  The airplane and crew were on nuclear alert when the ORI team arrived so during the ORI they were going to be tested by flying a low level mission in the same configuration and dropping their bombs on target +/- two minutes of their TOT.

Joe Boyles says Chuck Banks was the pilot.  Ron Price was the GIB.  I recall us laughing in the squadron building when the crew returned because Ron Price said they busted their ORI check ride because Chuck attempted a GIB Ladd that was 100+ (or however many miles Kunsan was from the bombing range) miles short of the target and he was not within 2 minutes of the TOT.  The low angle drogue delivery (LADD) was one of two bombing profiles USAF F-4s used to drop nuclear bombs.

Click on the title above to see Chuck Banks’ comment to this story.

2017-01-20T19:03:13-07:00By |11 Comments

USAF F-4 Maximum Takeoff Weight

A man sent me the following query in an email message:

“Just re-looking at your F-4 specs; realize my Navy Phantom (it was a B with J79-GE-8) was in some ways different; as example I’m sure it was 60 feet in length, rather that the 58 you list in your AF.   But it’s weight that confuses me a bit.  You list max take-off weight as 55,000. My admittedly lousy memory is that internal tanks were 2,000 gals., the center external was 600 gals and the 2 wing tanks were 370 each; making fuel at 3,300 gals. 23,400 lbs.  The 4 Sparrows were 1,000 pounds each and the 4 Sidewinders were 250 each making take-off 61,312 pounds about 6,000 pounds heavier tan you list for max take-off.  Are my numbers off? Just wondering what you think?”

I sent him this reply:

I’ve attached some pages from my F-4E and F-4C/D dash 1 for your info.  Note the following:

1.  Length of the C/D model is 58’3”

2.  Length of the E model is 63’

3.  Block 50 E model GW clean with full internal fuel and Aero-27A rack = 33,000 lbs.

4.  Block 50 E model full load of internal + external fuel = 3,402 gallons = 22,113 lbs

5.  Block 50 E model GW with full internal fuel, two full wing tanks, one full centerline tank and Aero-27A rack = 55,000 lbs

6.  Block 50 E model GW with full internal fuel, two full wing tanks, one full centerline tank, four AIM-7s (435 lbs/missile – in 1972 we only carried 3 AIM-7s and a jamming pod in the 4th station), four AIM-9s (164 lbs/missile), and Aero-27A rack = 57,396 lbs

7.  Block 50 E model GW with full internal fuel, two full wing tanks, 12 mark 82 snake eye 500 pound bombs (560 lbs/bomb) (typical close air support load in 1972) = 57,220 lbs

Note the minimum go speed charts (shows max weight = 57,000 lbs) and the max abort speed charts (shows max weight 60,000 lbs).  In looking at the inflight checklists for the F-4E that I saved, I note that the checklist did not require us to compute the maximum weight.  We had to compute the min go speed and max abort speed.

 I found a question in my master question file that asked what is the max recommended takeoff weight.  The multiple choice answers are:  62,000, 60,000, 46,000 & 58,000.  The question wasn’t answered, but my guess today is 60,000 because that is the heaviest weight contemplated on the max abort speed charts.

 If you are into F-4 trivia, answer these questions:

 1.  How many concentric circles on the trim button?

2.  How many steps on the removable ladder?

3.  How many safety pins were in the Martin Baker ejection seat?

4.  How many holes in the variable inlet ramp?

Click to see the answers.

Keep your mach up.

2017-01-20T19:03:13-07:00By |1 Comment

James M. Beatty, Jr. – American Hero & Fighter Pilot

On January 3, 2012, Nadine S. Pearish wrote the following to friends of her father, James M. Beatty, Jr:

It is with a sadden heart that I am sending you this e-mail.  I am writing to inform you of James M. Beatty’s Jr passing today, January 3, 2012.  I found your addresses among my father’s belongings and felt that the closeness that was shared in life would be continued in his death.  As the tears stream down my face there are many names that I remember from my childhood days and other names that I have heard my father speak fondly of.  I know he will be missed by many.”

Joe Lee Burns wrote the following about his good friend and comrade in arms:

’66 –  Ubon – Jim Beatty story  – Does anybody remember when the Base Commander brought Robert Mitchum into the O’Club bright and early one morning and how we greeted him and what occurred after that?  I do.  As Mitchum entered the club one of our fearless leaders (I believe it was Bob Ashcraft) shouted out “lets say hello to Robert Mitchum“; to which we all replied (as taught to do by our elders) “hello Arz-hole,” then came the call to say hello to the ‘Arz- hole’ to which we all replied “hello Mitchum“.  WE then asked him to please join us at our table which he did, excusing himself from the Base Commander by saying he wanted to get to know us a little better. This occurred at about 0830. From that point on until about 1100, we tried and successfully accomplished getting him thoroughly shiffassedon his favorite drink of gin and tonic.  After several unsuccessful attempts by the Base Commander to rescue him, which he declined, we all ended up in front of the club having pictures taken with him. By that time his eyes, which are normally squinted, were barely slits. I remember being amazed as to how well-informed he was and his sincerity in talking to us. . He was a pretty much down to earth guy.  Just another day in an otherwise dull combat tour for us!!

’72 DaNang – Capt Jim Beatty gave me my ‘local checkout’ ride (~16 April ’72, I think) – supposed to be a milk-run close air support mission  –but, we were diverted into NVN across the DMZ to Route Pack 1 to attack two (2) SAM sites well guarded with AAA!!!!  Jim always says he snuffed out his Benson and Hedges cigarette in his palm when they said “the fingers lake area” – it was a known hot spot to avoid if you weren’t going to attack it!!  They shot lots of AAA and an SA-2 at us!!!   Jim (who was in my back seat) said I passed the ‘check-out’ “because we didn’t die.

’72 DaNang May – Close Air Support – Troops in Contact with the enemy – (On about our 3rd bomb pass, I was a little too close behind Beatty on his pass, so I moved my aim point to a remaining hutch toward the north end of the line.  As I am lining up for my run-in, I check #3 to see if he’s taking any ground fire. What I do see is one of Beatty’s 2 MK82s come off in “slick” configuration, i.e., the fins on one bomb did not open up and cause it to decelerate – it was sailing along pretty close to Jim’s F-4.  I called “Beatty, pull up, bomb went slick.”  He snatches the jet up and away from the frag pattern (I don’t think there was any damage to the jet).

’72 Korat 20 July – Jim was also my wingman when I ‘accidentally’ got shot down departing North Vietnam.”

Read Joe Lee Burns detailed description of the mission in which he was shot down, ejected and rescued by the Navy in the Gulf of Tonkin called “A Ridge to Far.”

Joe Moran wrote:

“We were in the 35 TFS TDY to Danang from Kunsan. Jim was #3. Rolled up and found 2 MiG 21s 4,000′ directly below him same direction. Barrel rolled back, stoked the AB’s and started across the circle. Claims he did not go supersonic. Unable to get AIM 9Js to growl. Closing fast went to guns. He was in an old E model (no pinkie switch). MiGs broke. He pulled pipper in front for high angle shot. KILL. Over g when he pulled up. Egressed at speed of stink. No truth to the rumor that airplane never flew again. Jim claims low altitude butter fly dart sorties in the FWIC syllabus prepared him for that shot. He always went down and away to get there the quickest (with the greatest angles). This was end of April 1972. First gun kill in an F-4E. Handley’s book claimed he was the first in May. I talked to Phil ’bout that and he concedes Jim was the first but his book was already out and ‘you can’t put the toothpaste back in the tube’.

Here is the obituary of Major James M. Beatty, Jr.

Maj. James M. Beatty Jr. was one of America’s unsung heroes. He flew 229 combat mission, 147 in North Vietnam, and during one of those missions got a confirmed gun kill on a MIG 21. Maj. Beatty earned the Silver Star, two Distinguished Flying Crosses, and 14 Air Medals among many other awards and decorations during his combat flying. He had 3,250 hours in the F-4 and F-15 aircraft. Maj. Beatty was a recognized expert in aerial combat, and culminated his Air Force career as the Air-To-Air Test Project Manager in the Fighter Weapons test Group, Nellis AFB, Nevada.

After leaving the active Air Force, he continued to serve his country as an F-15 academic and simulator instructor for more than 22 years at Tyndall AFB, Panama City, Fla. His service in the U.S. Air Force and his vast experience was essential in developing future Air Force warriors. As an instructor pilot and simulator instructor, he trained more than 1,000 F-15 pilots and air Battle Managers for the combat air forces during his time at Tyndall. His superior instructional skills enabled the 325th Fighter Wing to meet pilot and air battle manager production goals.

Maj. Beatty was born in Eau Claire, Pa., and had lived in Panama City since 1988. He was a graduate of Grove City College, and served in the USAF from 1963 to 1976.

He is survived by his wife, Mary C. Beatty of Panama City; his children, Natalie L. Hauck and husband, Raymond, of Panama City, Nadie S. Pearish of Panama City, Lisa M. Campbell of Butler, Pa., and John W. Fecich III and wife, Patty, of South Hampton, N.J.; his grandchildren, Alecia N. Mills and husband, Jeremy, Thomas E. Hager III and wife, Julia, Samuel J. Hauck, Jacey L. Hauck, Jolene L. Eiler, Joseph M. Eiler, Troy S. Pearish, Kristopher R. Pearish, Christopher J. Campbell, Jacob F. Campbell and John W. Fecich IV; his great-grandchildren, Serenity A. Murphy, James J. Murphy, Lena M. Mills and Ayden C. Hager; his brother, Dean G. Beatty and wife, Carol, of Eau Claire, Pa.; his sisters, Gail Buzard and husband, Jack, of Eau Claire, Pa., and Faye Herman and husband, Ken, of Pittsburgh, Pa.; and numerous nieces and nephews.

No services will be held locally. Funeral arrangements in Pennsylvania will be handled by H. Jack Buzard Funeral Home, 201 S. Washington St., Eau Claire, PA 16030,

2017-01-20T19:03:13-07:00By |1 Comment

Rockin’ Robin

I just finished reading Fighter Pilot: The Memoirs of Legendary Ace Robin Olds, edited by his daughter Christina along with Ed Rasimus. When my daughter Kim sent it to me for Father’s Day, she had no idea that I had a long association with General Olds.

In the fall of 1967, I was beginning my second year as a cadet at the Air Force Academy. Then Colonel Olds arrived at USAFA to become the commandant of cadets. He took over from BGen Ted Seith, a well respected bomber pilot. Olds brought the swagger and bravado of a fighter pilot to the cadet wing. The change was palpable. General Olds would remain commandant for the remainder of my schooling, nearly three years.

Robin Olds, who died four years ago at age 85, lived a story-book life. He really was “larger than life.” His father Robert was an aviation pioneer from the WW I era so the boy grew up in the company of airpower greats like Hap Arnold, Billy Mitchell, and Tooey Spaatz. Naturally he wanted to follow in their footsteps.

That led 18 year old Robin to West Point in the summer of 1940. Because of the war, his class would graduate a year early in June 1943 and by that time, he had earned his pilot wings during summer training. He also played football, earning All American honors in 1942 as a tackle (he played at 6’2”, 205). Years later, he would be inducted into the College Football Hall of Fame.

The reason Olds attended West Point was to obtain a regular commission and become a fighter pilot which he accomplished. His first fighter was the Lockheed P-38 Lightning. The P-38 flew primarily in the Pacific theater, but Olds’ group, the 479th went to England to join the 8th Air Force. He became an ace (5 enemy kills) in the P-38 before his group transitioned to the better P-51 Mustang. Olds ended the war in Europe with 13 air-to-air kills, 12 by ground strafing, the rank of major (at age 22) and command of a fighter squadron. He was well on his way to a remarkable career.

Robin Olds came of age in the golden age of aviation brought about by so much wartime innovation. Consequently, he flew dozens of different fighters during a time when new aircraft were introduced yearly. One of the most interesting things about this book is his detailed description of the flying characteristics of so many aircraft. For example, there is a great description of the problem of compressibility in the P-38 where the shock wave in a high speed dive renders the tail elevator inoperative. The only way to recover from the dive is for the aircraft to slow down sufficiently to regain control of the elevator. Robin was able to recover from this mistake. How many did not?

Returning from England, Olds was an early entry into the new technology of jets, qualifying to fly the P-80 Shooting Star. At an early air show featuring jet fighters, Robin met Hollywood siren Ella Raines. A year later they married, beginning a tempestuous 29 year relationship. In truth, they never reconciled their differences. Ella was a movie star and her husband, a hard-nosed fighter pilot. It was not a match made in heaven. Love does not always conquer all.

Robin continued his career, flying fighters and leading units and men. Ella would follow him some times, consenting to live in Washington, New York or London while her husband flew in Germany, England and North Africa. Two daughters were caught in the middle of their parent’s troubles.

When Olds was sent to the Pentagon, he was a caged tiger. Suffice it to say that he made just as many enemies as he did friends. After serving as wing commander at RAF Bentwaters in England, he arrived at Ubon, Thailand to command the 8th Tactical Fighter Wing in the fall of 1966. For a year, Olds led the Wolfpack into tough battles against the North Vietnamese. He flew 152 combat missions over the north, knocking down four MiGs with missiles from his F-4C Phantom II. His reward for the brutal year was a general’s star and command of the Academy’s cadet wing.

I learned a lot of things from General Olds, among them leadership by example. Robin led his men from the front. (Trust me; he would do more than sneer at anyone who suggests that you can lead from behind.) He believed that you should not ask anyone to do something you are unwilling to do yourself.

Robin Olds was an imposing man; after all, he was a tackle. He spoke with a raspy voice. He was a heavy drinker, but I observed that more of the whiskey in his glass would be poured over the head of some unsuspecting fellow than actually down his throat. At age 85, it wasn’t his liver that gave out but rather, his heart.

Fighter pilots are amazing, Type A personalities. They charge head-long into the fray, modern day knights of the air. They are masters of their machine. They live life on the edge. Robin Olds was a fighter pilot’s fighter pilot, the leader of the pack. I’ve met many unforgettable men over the years, and Robin Olds was at the head of the list.

2017-01-20T19:03:13-07:00By |1 Comment

Rocket City

Thirty-eight years ago, I stood on the tarmac of DaNang Air Base, the northern-most fighter base in South Vietnam. DaNang had the unenviable reputation of absorbing frequent rocket attacks, hence the nick-name “rocket city.”

My base of assignment was in South Korea, but the North Vietnamese changed that when they began their Easter 1972 offensive by attacking the South with more than 200 thousand troops. Since the American ground presence had been drastically reduced since 1969 and the South Vietnamese Army (ARVN) was quickly overwhelmed, the only way to stop the onslaught was with airpower. My squadron, the 35th Tactical Fighter Squadron (TFS) “Panthers,” was the first (of what turned out to be many) to deploy to augment the fighter units already operating from South Vietnam and Thailand.

Initially I was assigned to the 421st TFS “Black Widows” to help replace their combat losses. I quickly learned that the “widows” were appropriately named – their losses resulted in frequent funerals. They were poorly led – the squadron commander was a glory-seeker. I vowed to get out of that unit as quickly as I could. Three weeks after I arrived, the Panthers were reunited as an integral unit. I had survived my short stint with the Black Widows.

As opposed to the home-based units, my squadron was very well led. For one thing, we had far more experience – eight of our pilots were graduates of the Air Force Fighter Weapons School, the graduate school for fighter pilots. Our commander Lyle “Sky King” Beckers was one of those graduates and very professional. Our operations officer Bill Mickelson was extremely good with people. Together, they made a good team.

The fellow I flew most often with was North Carolina State graduate Charlie Cox. Charlie was my flight commander, had 2,000 hours in the Phantom, and a previous war tour. Charlie was a very demanding pilot who pushed me quite hard. I would follow him into a fiery furnace.

I turned 24 shortly after arriving at DaNang. With my 65 hours of Phantom experience, I was pretty typical of the young lieutenants in my squadron. We had to grow up fast.

Our squadron was assigned to the 366th Tactical Fighter Wing “Gunfighters” and we lived in Gunfighter Village. It was pretty crowded – my room was built for two, but I had three other roommates, two of whom were subsequently shot down (but fortunately rescued). The food was rotten. Our dining options were limited and none of them were good. I got food poisoning more than once.

I said that DaNang was often called rocket city. There was a North Vietnamese artillery battalion within a dozen miles of the base and they would launch an attack at least weekly and always at night. A minor attack would be five 122mm Kutyusha rockets and a heavy attack would be 15, all in the span of five minutes. The Kutyusha was an unguided rocket with a five inch warhead – if it ever hit anything, it would cause significant damage. I only recall one ever hitting Gunfighter Village, exploding just outside the building next to mine. It hurt a couple of fellows pretty bad.

I spent 11 weeks at DaNang before our squadron was sent to another base in Thailand. In that time, DaNang lost 13 Phantoms and many other aircraft as well. We flew a lot – in May, I flew 41 missions. In some cases, we were attacking targets within 15 miles of the base; the enemy was that close. All of my missions were flown against targets in either South or North Vietnam; I never flew a single mission into either Cambodia or Laos.

In mid-June, the 35th packed its bags and headed for Korat Air Base in Thailand. It was a huge change. Korat was a paradise – the food was much better; we didn’t have to worry about getting rocketed at night; our living conditions were improved; and the nearby city of the same name was a mecca of exotic sights and sounds. The missions were quite long (some as long as 5+ hours which is a long time to be strapped into an ejection seat) and frequently hazardous, but coming home made it worthwhile.

I spent four more months flying combat until mid-October when the Panthers returned to our home base of Kunsan, South Korea. By that time I had flown 121 combat missions, 43 of which were over North Vietnam. We had helped to blunt the Easter attack and bring the enemy to the negotiating table. A few months later, an armistice was signed and our POWs began to return home. It was a hard job well done.

2017-01-20T19:03:14-07:00By |0 Comments

Rick Keyt’s Photos

These are Richard Keyt’s pictures  taken while he was a member of the 35th Tactical Fighter Squadron while TYD from Kunsan Air Base, Korea, to Korat Air Base, Thailand in 1972.

Click on the first photo to enlarge it.  You many then click on the >> or << symbols to move forward or backwards in picture viewer.

2023-12-08T13:51:53-07:00By |7 Comments

35th Tactical Fighter Squadron MiG Kills

On April 1, 1972, while members of the 35th Tactical Fighter Squadron at Kunsan Air Base, Korea, slept, an early morning phone call summoned USAF Colonel Tyler G. Goodman to the 3rd Tactical Fighter Wing command post.  After communicating with 5th Air Force headquarters in Japan via the secure “walk-talk” teletype system, Colonel Goodman instituted the squadron’s silent recall procedure, which was designed to reduce the chances that nonessential personnel would know of the recall.

Thus began the April Fool’s day deployment of the 35th TFS to Vietnam and Thailand to participate in the “Southeast Asia War Games” and Operation Linebacker I.  Later that day, 14 F-Ds departed Kunsan Air Base for Clark Air Base, Philippines.  On April 5, 1972, 35th TFS crews began flying combat missions from Ubon Air Base, Thailand.  The following day, other 35th TFS crews began flying combat missions from DaNang Air Base, South Vietnam.

Some of the 35th TFS Guys Pose for a Group Photo in front of the Squadron Building Just Prior to Departing Kunsan AB, Korea, for Southeast Asia.

The 35th TFS soon consolidated the squadron and moved all of its men and F-4Ds to Korat Royal Thai Air Base, Thailand, where I joined it.  During the summer and fall of 1972 as part of Operation Linebacker I, the 35th TFS conducted strike escort missions into Route Pack VI, the most heavily defended area in the history of aerial warfare.  Each strike escort mission consisted of four 35th TFS F-4s flying in “fluid four” formation on the perimeter of the strike force (the F-4s carrying bombs) as the strike force ingressed and egressed the target in Route Pack VI.  The strike escorts usually flew the F-4E armed with four AIM-9 Sidewinder heat seeking missiles, 3 or 4 AIM-7 Sparrow radar guided missiles and one six barreled 20MM gatling gun.  When a strike escort carried only three Sparrows, it was because a single AIM-7 missile was replaced by an ALQ-119 jamming pod that jammed enemy SA-2 Guideline surface to air missile (“SAM”) radars.

The SA-2 SAM was a 32 foot long flying supersonic telephone pole.  The radar guided missile could fly Mach 3.5 (three and one half times the speed of sound) and had a range of 25 miles and a maximum altitude of 60,000 feet.  It was a formidable weapon and responsible for the loss of many U.S. aircraft over North Vietnam.  The missile had a warhead that weighed 195 kg (130 kg of which is high explosive) and could detonate via proximity (when it got as close as it was going to get), contact and command fusing. At the altitudes F-4s flew over North Vietnam, the missile had a kill radius of approximately 65 meters, but anything within 100-120 meters of the detonation would be severely damaged.

The strike escort F-4s were the second line of defense if enemy MiGs got past the MiG CAP (combat air patrol) F-4s.  The job of the strike escorts was to engage and destroy MiGs that threatened the strike force.  If the MiGs got too close to the F-4 bombers, the bombers would be forced to jettison their bombs and take evasive action to avoid being shot down.

In the hierarchy of flying, the jet fighter is the pinnacle, but aerial combat is the fighter pilot’s ultimate experience.  Tom Wolfe said that fighter pilots “have the right stuff” in his best selling book of the same name.  Tom also wrote a short story called “Jousting with Sam and Charlie, the Truest Sport.” It is about a Navy F-4 crew that took off from a US aircraft carrier and got shot down by a surface to air missile (a “SAM”). The crew was rescued from the Gulf of Tonkin by a Navy helicopter and ate dinner that night in the officer’s mess / ward room or whatever the Navy guys called it.  I believe the short story is in Wolfe’s book called “Mauve Gloves & Madmen, Clutter & Vine.”  It was first published in a magazine, but I cannot remember which one.

In 1980 I was working on a masters degree in tax law at New York University School of Law.  Tom Wolfe gave a talk to the students about his book “The Right Stuff.”  I attended and found it very interesting.  Tom spoke about a chapter he wrote for the book, but his editor didn’t let him put in the final version because it didn’t have anything to do with the rest of the book.  Wolfe spent a lot of time researching “The Right Stuff” by hanging out with fighter pilots on Air Force and Navy bases.  The deleted chapter was all about fighter pilots and what it was like to fly fighters in the US military. Tom said that his research showed that most fighter pilots were white Anglo Saxon protestants who were first born sons.

After Tom finished the speech he came into the audience and talked to people and signed autographs. I approached him from behind and waited for a chance to get his attention. I finally called out “Mr. Wolfe,” but he did not turn around. I then said “I am a white Anglo Saxon protestant first born son who flew F-4s in Vietnam.” That got his attention. Tom turned around and we had a lively discussion for an extended period of time about flying fighters. Tom told me that I should read “Jousting with Sam and Charlie, the Truest Sport.”

A few weeks later, I was wasting time in the library.  I grabbed a volume of bound magazines off the shelf and thumbed through it.  By chance I came across “Jousting with Sam and Charlie, the Truest Sport.”  Excellent story.  What are the odds of randomly finding the story?  I searched for the story on the net tonight, but only found references to it.

But, I digress.  This is about the men of the 35th Tactical Fighter Squadron who achieved the ultimate fighter pilot dream, to engage and destroy an enemy MiG in aerial combat.  The vast majority of military pilots who flew in the Vietnam war were not fighter pilots so they never had a chance to engage a MiG.  Most fighter pilots who flew in the Vietnam war never flew into North Vietnam where the MiGs were.  Most of the fighter pilots who flew into North Vietnam never engaged a MiG.  The fraternity of Vietnam era fighter pilots who actually engaged a MiG in life or death aerial combat is very small and very elite.

Lt. Colonel Ferguson’s F-4D that he flew back to Kunsan AB, Korea, in October 1972 when the 35 TFS RTBd.
Ask Joe Lee Burns or Gary Rettebush Why 8 Air to  Air MiG Kills  are Listed
Official USAF Records Credit the 35 TFS with 6 MiG  Kills

My squadron had a lot of members of the aerial combat fraternity because it was tasked with the strike escort mission in Route Pack VI.  The following table lists the members of the 35th Tactical Fighter Squadron who were credited with MiG kills during the time we were TDY to Korat Air Base, Thailand, in the summer and fall of 1972.  When they made their kills, all of the aircrews were flying the F-4E with the internal 20MM six-barrel gatling gun.

  • Capt. James Beatty Jr. & Lt. James Sumner
    Call sign: Balter 03
    MiG-21 with the 20MM cannon
  • Major Gary Retterbush & Lt. Daniel Autrey
    Call sign: Finch 03
    MiG-21 with the 20MM cannon
  • Major Gary Retterbush & Capt. Robert Jasperson
    Call sign: Lark 01
    MiG-21 with the 20MM cannon

Read Gary Retterbush’s article on his MiG kills called “Gary Retterbush 2 – North Vietnamese Air Force 0.”

*Major Lucas was a 34th Tactical Fighter Squadron pilot.

Dan Autrey was my roommate.  Dan and Gary Retterbush were awarded the Silver Star for their kill.  Dan made a great tape recording of a mission north of Hanoi during which he and Gary Retterbush had a spoofed SAM launched at them while they were attacked by two MiG-21s from low and behind that each fired two Atoll heat seeking missiles at them.  Dan told me after the mission what it felt like when he heard Lt. Col. Beckers in Lark 01 call “Lark 3 break left.”  Dan looked to his F-4’s seven o’clock position, saw four supersonic missiles coming at him and said “oh shit, left, left, left.”  I have the tape and will soon write a story about that close encounter of the frightening kind.

2017-01-20T19:03:14-07:00By |2 Comments

Gary Retterbush 2 – North Vietnamese Air Force 0

by Gary Retterbush, USAF Fighter Pilot

My First MiG-21, 12 Sep 72

 

On September 12, 1972, I was a Major in the United States Air Force and the pilot of Finch 3, an F-4E Phantom II.  Finch flight was a flight of four Phantoms led by Lt. Col. Lyle Beckers, the squadron commander of the 35th Tactical Fighter Squadron.  The 35th TFS was permanently based at Kunsan Air Base, Korea, but was on temporary duty (TDY) at Korat Royal Thai Air Base, Thailand, to assist in Operation Linebacker I .

Finch flight was part of a large strike package of aircraft flying in the general area of Hanoi, in Route Pack VI, North Vietnam.  The strike force consisted of:

  • F-4 fighter bombers carrying bombs
  • F-4 strike escorts whose job was to prevent the MiGs from attacking the strike force
  • F-4 chaff bombers whose job was to drop small pieces of tin foil along the route to the target to degrade the enemy’s radar
  • F-105 wild weasels whose job was to troll for SA-2 Guideline surface to air missiles (SAMs, which were 32 foot long flying telephone polls with a speed 3 times the speed of sound) and destroy the SAM sites, and
  • F-4 hunter killers, who flew with the wild weasels and whose job was drop general purpose bombs and cluster bomb units (CBUs) on the SAM site.

While we were heading to the target, several North Vietnamese MiG-21s jumped the strike force.  The MiG’s came from high and behind my flight and dove down through us firing their missiles as they came. It was a rather chaotic time!

During the maneuvering that followed, our flight broke apart and we ended up as two elements of two F-4s.  I maneuvered to the six o’clock position behind a MiG-21 and Dan Autrey, my backseater, got a good radar lock on the MiG.  Conditions were excellent; almost text book.  I fired two AIM-7 Sparrow radar guided missiles, which did not guide.  They simply went ballistic and did nothing except alert the MiG pilot to his impending peril.

I had a lot of overtake and continued to close on the MiG.  I changed my armament switches from the AIM-7 to the AIM-9 Sidewinder heat-seeking infrared missile.  As soon as I was within AIM-9 range (approximately 9,000 feet), I got a good audio tone for the AIM-9’s.  I fired three Sidewinders at the MiG, but they either did not guide or their proximity fuses did not work.

The last missile went close by the cockpit and got the MiG pilot’s attention!  He broke hard and I followed and continued to close on him.  I got in position to use my 20mm canon (a six barreled Gatling gun in the nose that was capable of firing 6,000 rounds/minute) so I fired a couple of short bursts at the MiG.  Some of the bullets hit the MiG’s left wing near where it joined the fuselage.  The MiG started burning immediately.  I was now closing way too fast.  I did a high speed yo-yo.  The maneuver once again put me in position to fire another burst from my gun.  These bullets hit in and around the cockpit and the aircraft pitched up.  I saw the pilot slumped forward in the cockpit.  The aircraft then stalled and snapped down as I flew past it.  I watched the burning MiG until it hit the ground and exploded in a cloud of smoke and fire.

Ground Crew Paints a Red Star on the Side of this F-4 that Killed a MiG

 

My Second MiG-21, 8 Oct 72

 

On October 8, 1972, I was the leader of Lark flight, a flight of four F-4E Phantoms flying cover for a flight of four F-4Ds on a bombing mission near Yen Bai Airfield in North Vietnam.  I was also the mission leader of this very small strike package.

My backseater, Captain Bob Jasperson, had a problem getting his canopy to lock just prior to takeoff.  Bob cycled his canopy several times.  He finally pulled it down on the rails and got it to lock.  Bob told me later that he knew this would be his last Southeast Asia flight and he didn’t want to abort on the ground.  Thanks, Bob!

After we refueled from the KC-135 tankers on the ingress route, one of my F-4s in my flight had a mechanical problem.  I sent that airplane and a wingman home.  Under the rules of engagement at that time, I should have aborted the mission since I only had two fighters in my flight, but I chose to continue the mission.

As we approached the border of North Vietnam, “Disco” (the USAF airborne EC-121 warning aircraft orbiting in Laos) warned us that a MiG was scrambling and that we were probably its target.  As we continued inbound, Disco gave us frequent warnings of the MiG’s progress and location.  It was indeed coming our way.

The engagement was almost like a GCI (ground controlled intercept) in reverse.  Disco announced the MiG was at our 10:30 high.  Sure enough, my backseater, Bob Jasperson, pointed out a silver glint in the sun as the MiG turned down on us.  I called a “hijack” and had the fighters jettison their external fuel tanks and light afterburners as we turned into the MiG.  A few seconds later I had the F-4 bomber flight break as the MiG came closer to the bombers.

The MiG dove down trying to attack the breaking bombers.  I was on his tail, but at a very high angle off.  Angle off is the angle between the attacking airplane and the target if you extended a line straight back from the target’s tail and then measured the angle between the attacker and the extended line.  The book said that the AIM-9 Sidewinder would not guide to the target if the angle off at the time of firing was greater than 45 degrees.

I fired two AIM-9 heat seeking missiles at the diving MiG.  I did not expect either of them to guide because the angle off was far beyond the limits.  Both missiles went ballistic as I anticipated.  I then tried to jettison the rest of my missiles including the three AIM-7 Sparrow radar guided missiles.  I was yelling for Bob to give me a caged gun sight because the reticle was completely off of the windscreen due to the high angle off and the high Gs we were pulling.  Bob got the gun sight locked.  I very quickly did a little Kentucky windage estimate, pulled the pipper way out in front of the MiG and high and fired a short burst from my 20mm Gatling gun.

To my pleasant surprise the bullets hit the MiG in the fuselage near the left wing and it immediately burst into flames.  The pilot did not hesitate and ejected immediately.  Then came an even bigger surprise; he had a beautiful pastel pink parachute!  I circled him one time and then regrouped the flight for our trip home.

The entire engagement was visible from the Yen Bai, North Vietnam airfield tower, if anyone was in it at that time.  The engagement lasted only a minute or two from start to finish.  When I landed, I checked the gun and found that I had fired only 96 rounds, including the exciter burst that was probably about the half bullets fired.

I was extremely pleased that I had a gun camera for this mission (not all birds had them) and it had checked out good going in.  When I removed the film pack it looked like it had functioned correctly.  I gave the film to the gun camera guys and told then to really take care in developing it.  About an hour later they came to me with the results and a great film, but all of it was flying straight and level after the refueling.  I tested the gun after leaving the tanker and the camera apparently continued to run after the test firing.  All of the film was used long before the dogfight began. So, unfortunately, I did not have the great MiG kill camera film that I had hoped for!

Check six, Busch.

Simulated Video of Busch’s first MiG Kill

This vidoe is pretty cool.  The text under the video on Youtube says:  “In game video of a YAP2 mission loosely based on an actual gun kill by an F-4E Phantom piloted by Gary Retterbush over N. Vietnam on September 12 1972.  He later went on to earned a second gun kill just a month later.”

2022-07-30T09:14:09-07:00By |2 Comments

A Ridge Too Far: Shot Down by AAA & Rescued Off of Haiphong

Background

What can I say?  Happy Hour had been long and exuberant, and now 07:00 hours Saturday April 1, 1972 my squadron, the Black Panthers (35th Tactical Fighter Squadron), and its F-4Ds were on the move from Kunsan airbase Korea to South East Asia (SEA). TDY to Vietnam. (YES! Recall was on APRIL FOOL’S DAY! It was NOT pretty. But, that’s a whole ‘nuther’ story!).  It was just the beginning.  May 1972, hardly unpacked, we left the 366th TFWing at DaNang to join the 388th TFW at the Royal Thai Air Force base at Korat, Thailand.

The 35th was one of the most experienced F-4 squadrons in South East Asia (SEA).  Although we had about 8 1Lt aircraft commanders, we had been training them for 6 months prior to deployment.  The rest of the squadron averaged over 1800 hours of F-4 time and included 8 Fighter Weapons School graduates (Commanding Officer Lieutenant Colonel Lyle Beckers, Major Walt Bohan, and Captains Charlie Cox, Jim Beatty, Joe Moran, George Lippemeier, Will Mincey, and me).

0600 Hours, 20 July 1972

We are being briefed on a mission to Route Package 6;  bombing the underground fuel storage area located about 12 nautical miles southeast of Hanoi.  Our mission is a mini- strike package with 16 of our F-4Ds acting as “iron haulers”.  That is, eight ships ((call signs “Caddy”(1st Striker) and “Buick” (3rd Striker)) each carrying 12 iron bombs (500 pound Mark 82) with delay fuzzes. An additional eight ships ((2nd Striker (“Dodge”) and 4th Striker (“Chevy”)) would be each be carrying 9 incendiary mix CBU 58s.

The ‘plan’ calls for Caddy and Buick flights to break open the earthen revetments with their 500 pounders and Dodge and Chevy flights to ignite the exposed fuel.  Our MIG cover would be provided by eight F-4Es (“Pistol” and “Saber” flights) armed with Sparrow (radar guided) and Sidewinder (heat seeking) missiles, plus the internal 20mm Gatling gun.  Each of the F-4s carried a radar jamming pod.  All the aircraft and spares would be flying out of Korat.  Support missions would include the mix of Wild Weasels, tankers and Command and Control aircraft.

Weather is reported to be scattered clouds in the target area, with a scattered to broken cloud deck to the east along our exit route toward the North Vietnam coast “feet wet”.  Intelligence warns us about a potential ‘new’ Surface-to-Air (SAM) missile site just north of Thud/Phantom ridge, roughly half way between Hanoi and the coast line to the east.

After ‘wheels-up’ the 24 ship strike force and spares are to join up and proceed to `Purple’ Tanker orbit abeam of  the city of Vinh out over the Gulf of Tonkin.  After mid-air refueling we would cross the North Vietnam coast (`feet dry’) North  East of Thanh Hoa.  Our Initiation Point would be Minh Binh and from there to the target.  After the strike we would egress NE then east just North of Thud/Phantom Ridge to feet wet, then South to Purple tankers and RTB (Return To Base – for us, back to Korat).

The Mission Commander, Caddy 1, is Major Walt Bohan and I, Caddy 3, am the Deputy Mission Commander.

The rest of the mission briefing is ‘normal – normal’.  Well, except for this.  Sometime during the mission brief, out of the corner of my eye, I notice that “Roscoe”, the Korat fighter pilot dog-warrior-mascot gets up and leaves the briefing room.  “Aw, heck”, says me.  That’s just a superstition, isn’t it? It probably doesn’t really mean this will be a “tough” mission (i.e., lose an aircraft).  Heck, sometimes a dog just has to take a whiz!

All 24 aircrews and spares ‘step’ at 9:15 for a 10:30 takeoff.

(Now here’s where the hair on the back of your neck should start bristling – as in: “oh oh”, things aren’t going “as briefed”!!  I know MINE did!)

Shortly after engine start Caddy 4 ground aborts Air Refueling Door Failure), dashes to a ground spare, but it ground aborts also.  A ground spare replaces Caddy 4.  (Capt. Jim Beatty in F-4D with 500 pounders, who had attended the Caddy flight briefing.)  Taxi as 4 ship.  At EOR (End Of Runway checkpoint) Caddy 2 ground aborts for a massive hydraulic leak.  Caddy Flight takes off on time as a flight of three with the rest of the strike force in tow.

(Did I ever tell you about Jim Beatty’s ‘world renown’ May ’72 supersonic Mig-21 gun kill while flying an F-4E out of DaNang.  Supersonic?  Yep!  He and his pitter had pretty sore necks as their F-4E went through ‘mach tuck’ and hit jet wash just as the Mig burst into flames!!  Pegged the G meter!!  The jet was down for a few days, too! )

Rendezvous with tankers in Purple orbit uneventful – gas passed in reverse order (i.e. – 4, then 3, then 1) per briefing – except for Caddy 1 who keeps getting disconnected.  He backs out so Caddy 3 and 4 can top off and then tries again. At about this time, an air spare joins Caddy flight. It’s an F-4E with CBUs from the 421st TFS, flown by Captain Sammy Small.  He tops off after Caddy 4.  Caddy 1 can’t get his Flight Control Augmentation System  (CAS) to stay on line, is VERY sensitive in the pitch axis and can’t take any more gas. He aborts, making Caddy 3 the mission commander.

(I’ve never been on a mission with this much ‘trouble’ BEFORE we even get to the target!!) 

Due to armament, flight call signs are rearranged.  Caddy check in is “Caddy 3 check”, “2” (Jim Beatty F-4D with bombs), 4″ (Capt. Sammy Small F-4E with CBUs).

(I am often questioned about proceeding with the mission as a 3 ship.  Best I can remember there was a Wing policy that covered going on a mission with less than the fragged number of aircraft, armament different from fragged, etc.  However, comma, the original Caddy 1 seemed to have been going to target with 3 jets; we had 12 ‘bombers’ and 8 ‘escorts’ right behind us; AND the target dictated delayed fused bombs to expose the POL followed by CBUs to assure the POL caught fire. “That’s my story, and I’m sticking to it!”)

After drop-off from tankers, ingress proceeds as briefed: feet dry NE of Thanh Hoa, IP (Initial Point) at Ninh Binh to target.  Slight weaving along route at an altitude of 18,000 to 22,000 feet.

(Another bad sign!  When the flight switches ‘Master Arm On’, one of Caddy 2’s bombs just sorta falls off its rail!  Cripes!  Hope it doesn’t hit those Navy ships!!)

In bound route is eerily quiet.  My ‘pitter’ Lieutenant Mike Nelson and I discuss target area responsibilities again.  There is very little activity on the Radar Homing and Warning System (RHAW); only occasional, short beeps from various enemy radars (Ground Control Intercept (GCI), Fansong SAM (Surface-to Air Missile), and the larger Anti – Aircraft Artillery (AAA) tracking radars).

The ‘new’ Caddy 4, rightfully, since he was not in Caddy’s briefing, asks from which direction was roll in and moves to right combat echelon as we approach the target area.

I can see the target area is almost free of clouds – some scattered ones at 8 to 10,000 feet – a heavier, layered deck appears to cover the egress route.

For an underground fuel storage site, this one is fairly easy to identify from altitude due to good intelligence target photos of the dirt roads.  As Caddy flight approaches the roll in point, a single 85-mm AAA gun starts shooting in the vicinity of the target area – dense black flak balls widely scattered at 15 to 18,000 feet.  It’s 1145 hours.

“Caddy, check switches hot – Caddy has target in sight – Lead’s in.”

Ground level winds in the target area were forecast from the NE and it looks about right to me from the movement of low clouds and smoke from ground fire.  Briefed aim point for Caddy’s bombs and Dodge’s CBUs was the SW half of the target area, so that Buick and Chevy flights could target the NE half of the target area without being hindered by smoke from Caddy and Dodge’s ordinance (and, hopefully, secondary explosions).

Caddy 1 is thundering ‘down the chute’ at 500+ miles per hour in a 60-degree dive.  I stop the wind drift with the ‘pipper’ (aiming device) directly on the target and ‘pickle’ off my deadly weapons at 14,000 feet.  (Funny how the ‘light, sporadic 85 mm flak seems MUCH heavier during the pass!!)  All bombs off, I start a hard 6 ‘G’ pull, jink left, and then jink hard right as we bottom out about 7000 feet. I continue in a hard right turn climbing toward 10,000 feet and heading for the north side of Thud/Phantom Ridge.

Coming off target, Mike and I crane our necks against the G forces scanning the ground and skies for SAMs, AAA and Migs. I notice several 37 or 57 mm AAA guns joining in the defense of the target area – but still only at the ‘moderate’ level.  As I look back over my right shoulder, I see my two wingmen below and inside my turn – no immediate threat to them or us, says my fearless pitter, 1/Lt Mike Nelson.  As the join up to combat spread formation ensues, I get a look at the target area some 10 – 15 miles away.  Black, heavy smoke, with fires visible at the ground, rising to some 18,000 feet as the second wave’s ordinance starts to impact.  (Sierra Hotel!!  We won’t have to come back to bomb THIS fuel dump for a while!!)

(That feeling of knowing that the bombs are on target is wonderful.  The fact is our bombs didn’t always hit the target, or that if they hit the target, the ‘target’ really wasn’t there anymore – i.e., no secondary explosions.  So far on THIS mission, it appeared the mission objective is accomplished and things look pretty good!)

As Caddy 2 and 4 join to combat spread (I’d been turning enough in a high-speed climb to give them cutoff), we see the thickening cloud deck to the East from 5 to 12,000 feet.  This observation, plus the intelligence briefing on a possible new SAM (Surface-to Air Missile) site, makes me decide to drop down and egress at 500 feet Above Ground Level (AGL).

(YES, the thought also crosses my mind that a few MIGs might be lurking at low altitude to snipe at us along our egress route.  Specially since I had just been on our Wing DCO’s wing the day before when he went out north of Thud/Phantom Ridge at low altitude!!  Mike was busy fine tuning the radar in search of low altitude ‘bogies’.)

I hear a little UHF radio chatter as the following flights come off target, rejoin and start their egress.  It sounds like we got lots of bombs on target with good secondary explosions and big fires.  Not much activity on the RHAW scopes, but there is a SAM (Surface-to Air Missile) radar warning call from one of the flights exiting the area above 20,000 feet.  I am maintaining my easterly heading at 500 to 1,000 feet AGL, in a slight weave with my wingmen in Vee formation.  Mike splits his time between the radar scope, visually searching the skies for threats, and checking our geographical egress route.  We are cross checking our location by counting the smaller north – south oriented ridges coming off the main East – West ridge.  I radio the flight for a fuel check.  All 3 of us have good fuel status.

(more…)

2017-01-20T19:03:14-07:00By |8 Comments

Assisting Caddy 03

by Scott Powell, Colonel, USAF, Retired

I was in the 34th Tactical Fighter Squadron at Korat Royal Thai Air Base, Thailand, in 1972. We were the “Men in Black.” I was a very junior Captain then, but had come directly from a previous assignment at DaNang Air Base, South Vietnam. All USAF squadrons in Southeast Asia seemed to be manned by junior officers. There was usually only one or two patch wearers per base, plus a handful of second tour fighter types, plus a handful of heavy drivers and (old . . . it seemed at the time) Lt. Cols who had avoided a combat tour to that point. Eighty percent were Lieutenants it seemed.

So, by virtue of having been in theatre longer, I was one of the more experienced pilots in my squadron. Fairly soon after Linebacker I commenced in 1972, I found myself leading four ship flights on the North Vietnam air raids. I always brought my flight home intact, did the job to and from the target, and never did anything operationally to embarrass my commander. So, I remained in that role throughout the summer of 1972.

I well remember the arrival of the 35th Tactical Fighter Squadron at Korat. They had a more seasoned mix of pilots and had been training operationally in Korea for things they were about to do in combat. The 34th and 469th TFS were mostly comprised of eager, but young talent that only had the benefit of a six month RTU (replacement training unit, i.e., F-4 basic flight training school) before being sent to their war theatre assignment.

Leadership of the 35th was strong. So it was the 469th, by the way. I remain loyal to my leadership in the 34th, but some have said it was a cut below the others. Future Lt. General Chuck Cunningham was one of my Ops Officers, then. He was a top notch combat leader and USAF leader. Anyway, I freely admitted while engaged in all this, that the performance of the 35th turned out to be a cut above the other squadrons. On a per-combat-day basis, they got more positive results than the other two squadrons.

Lt. Col. Lyle Beckers, squadron commander of the 35th TFS, after the war headed the Nellis Air Force Base survey of what the USAF needed to change post Vietnam. The answers turned out to be almost everything, including training, tactics, weapons, human-factor fighter design, visibility and switchology among other things. Because I had exchanged hostile missile fire over the North, I was asked for my input in that survey process. We got Fluid Four ash canned and got a decent air-to-air training doctrine out of it. There are some real Nellis heroes from that time . . . those who fought city hall. The rest is history.

The USAF and the Tactical Air Command under General Momyer at that time, did a good job of preparing RTU students for air to ground operations, but a hellatiously bad job of preparing young fighter pilots for air-to-air combat. I thought many times that the powers that be were legally negligent in failing to adequately train fighter pilots for one of their primary missions. “If I see a MiG, what do I do?” was a common refrain among those who suddenly found missiles on their aircraft instead of bombs. On paper, the USAF thought its fighter pilots were trained for aerial combat, but in reality, we were not.

Strike Escort

As Linebacker I quickly came to be organized, Korat Air Base assumed the “strike escort” role, whereby our flights of F-4Es configured with missiles instead of bombs escorted strike flights. The purpose of strike escorts was to ward off MiG attacks and protect the F-4 bombers going to and from the target area and generally help sound the alarm for threats of all kinds. So, typically, three or more flights of four F-4s of bombers and the same number of strike escorts would travel to and from the target of the day. There were some exceptions, but that role is what most of the missions up North were for the F-4 squadrons based at Korat.

On July 20, 1972, the route of the day to the target in Route Pack VI North Vietnam was over water, with all participants rendezvousing over the South China Sea northeast of Da Nang. We then proceeded north to the drop-off point with ingress from southeast of Hanoi and egress eastbound to the north of Banana Ridge, north of the Red River as it meanders toward Haiphong. A feet-wet post strike refueling gave us enough fuel to make our way back to our respective bases in Thailand.

The Long Delay

On that day, the mission briefer at Korat made a very specific point for me to wait until the preceding flight had taken off before doing so with my four ship flight. The ground choreography on that day was as precise and dramatic as any of the other Linebacker launches. We were toward the back of the parade to the runway. There was a relatively inexperienced Lt. Col. leading the flight ahead of me. The Korat arming area was large enough for two flights to arm, with spares. My flight was in position on time, next to the other flight. We armed up and were ready, but the flight ahead of me had a problem and was delayed for a long time. As more and more time passed it become apparent that making our tanker rendezvous at the designated time was going to be very difficult or impossible. The order for me to take off after the preceding flight was so public and so clear that I did not request permission to take off ahead of the preceding flight. Radio equipped supervisors were all over the place, but none of them told me to take off before the other flight. I followed orders, an old and important military tradition. We waited for the flight ahead of us to depart.

Finally, they launched. We followed immediately. I knew then that we would be lucky to even reach the tankers before they departed the track north bound. We pushed it up while we flew the 1.2 hour trek to the refueling track. We did all the normal in-flight systems checks and kept checking watches.

We were the last to arrive and got the tanker cell in sight just as they rolled out north. We cut them off and joined our assigned tanker, but with minimal time for refueling. I called my flight over to squadron common radio frequency and said, “Here’s the plan. One and two will refuel and escort our strike flight on in. Three and four, refuel after we depart. Then, take your two-ship up the coast to the egress point, perhaps you’ll be able to do some good as we’re coming out. Be sure to let the Navy know who and where you are so they don’t start calling you out as MiGs.”

Caddy 3 Goes Down

July 20, 1972, was the day Caddy 3 (Joe Lee Burns in the front and Mike Nelson in the back) got shot down. See “A Ridge Too Far,” for Joe Lee Burns’ first person account of getting shot down. Most of us egressed north of the ridge after the mission as planned, but my memory is that Joe Lee egressed south of the ridge, where he could see (and be seen) by the major line of communication east from Hanoi and its defenses. Joe would remember better, but I think it was a 57mm shell that put a big hole in his aircraft. I remember hearing the emergency beeper on guard frequency after Joe and Mike ejected and some of the radio traffic as it became clear that somebody got hit and went down. Caddy 3 managed to make it feet wet just off the mouth of the Red River in the vicinity of Haiphong. They were among the Karst islands. The rest of us were overflying them in the water on the way out of North Vietnam, but we worried about making it to our post-strike tankers to refuel.

Soon after I heard the beepers on the radio there were two rafts in the water. A fairly large unpowered water craft manned with multiple North Vietnamese from a nearby island was paddling toward our downed airmen. Meanwhile, overhead, my number 3 and 4 were taking control of the SAR (search and rescue) and trying to get the Navy to scramble its rescue resources. My second element saw the incoming sampan and went guns hot. They strafed across the bow of the gomer boat, one pass each. The gomers executed an immediate 180 degree turn and paddled even more furiously back toward their village.

Having probably never strafed over water before, our land-lubber USAF F-4 pilots both said that they almost killed themselves with the overwater strafe. It was hard to judge altitude and distance over water without any good references. As it turned out, it was fortuitous that my second element was too late to the tanker and not able to ingress into North Vietnam because they were waiting at the egress point in case they were needed. On that day, Joe Lee Burns and Mike Nelson needed their help.

Anyway, the Rescue CAP (combat air patrol) was successful. The Navy came through for the endgame and Joe Lee Burns and Mike Nelson lived to fight another day. I mentioned the happenings of the day to my Ops Officer / Squadron Commander from the perspective of my flight, in case “they” inquired about the anomaly, but nobody seemed to care. We all resumed the war the next day – business as usual.

In 1972 at Korat, there was a tactical rebellion among some of the younger F-4 pilots against the fluid four formation and its tactics. Whenever we could, we used a self-invented form of two ship formation and tactics while over North Vietnam. On July 20, 1972, my wingman was somewhat practiced and certainly willing when I told him to “assume the #3 role and position.” The strike leader uttered a negative epithet when I told him that he would be escorted by a flight of two F-4s rather than four on that day. I think we did it better. Fewer aircraft to keep track of, better proportion of resources assigned to the necessary roles, and a better fighting unit should it have been required.

© 2007, Scott Powell, All rights reserved. Reprinted with permission of Colonel Scott Powell, Fighter Pilot.

2017-01-20T19:03:14-07:00By |1 Comment

Joe Lee Burns on Being a Fighter Pilot

Fighter Pilot University published an email message written by Joe Lee Burns.  Here are some quotes from Joe Lee:

“I loved flying like a mistress. Flying was first priority in my life after family, just below my love for America. I wasn’t ever the “best fighter pilot” in the world, but I was somewhere in the top ten for a while. What I really wanted to be was the best WINGMAN in the AF. I got to be pretty good. I wanted to be trusted, to be counted upon by my fellow pilots in the air.

 I mentioned camaraderie. I cannot overstate the bond (facing danger, sharing views of mother earth from above, and sharing the excitement of challenge and success in the air) that is formed between fellow pilots who fly together regularly in training. Multiply by ten when you fly together in combat. And, no, it is seldom verbalized at the time. But you can see it in each other’s eyes every time you meet thereafter.”

2017-01-20T19:03:14-07:00By |0 Comments

Flying the F-4 Phantom in Combat

by Robin Olds, Brig Gen, USAF (Ret.)

Like a brooding hen, she squats half asleep over her clutch of eggs. Her tail feathers droop and her beak juts forward belligerently. Her back looks humped and her wing tips splay upward. Sitting there, she is not a thing of beauty. Far from it. But she is my F-4, and her nest is a steel revetment-her eggs 6, M-117, 750-pound bombs. This avian has fangs-very unbirdlike. They nestle under her belly and cling to her wings. She is ready to go, and so am I.

She receives me and my backseater, and we become a part of her as we attach ourselves to her with straps and hoses and plugs and connectors. A surge of juice and a blast of compressed air and she come alive. We are as one-tied together-the machine an extension of the man-her hydraulics my muscles -her sensors my eyes-her mighty engines my power.

She screams and complains as we move through shimmering heat waves along an endless expanse of concrete. Final checks .. then her nose pointed down nearly 2 miles of runway, and we are ready. Throttles forward, then outboard THUMP, THUMP- the afterburners kick in. Now my bird roars and accelerates rapidly toward her release from mother earth, leaving a thunder behind that rattles windows and shakes the insides of those who watch.

I look over at my wingmen as we climb effortlessly toward a rendezvous with our tanker. All is well with them, and I marvel again at the transformation of our ugly duckling into a thing of graceful beauty-yet she’s businesslike and menacing, thrusting forward and upward with deadly purpose.

Refueling done, we drop off and lunge forward, gathering speed for this day’s task. We hurtle across the Black, then the Red Rivers, pushing our Phantoms to the limit of power without using afterburners, weaving and undulating so as not to present a steady target for the gunners below.

Then a roil of dust down to our left, and the evil white speck of a surface-to-air missile rises to meet us. We wait and watch. That missile is steady on an intercept course, and we know we are the target. Then, on signal, we start down. The missile follows-and now HARD DOWN-stick full forward-the negative G forces hanging us in our straps. The missile dives to follow, and at a precise moment we PULL, PULL – as hard as we can-the positive Gs now slamming us into our seats with crushing force.

Our heavy bird with its load of bombs responds with a prolonged shudder, and we are free for the moment, the missile passing harmlessly below, unable to follow our maneuver. On to the target-weaving, moving up and down, leaving the bursts of heavy flak off to the side or down below. The F-4 is solid, responsive, heeding my every demand quickly and smoothly.

We reach the roll-in point and go inverted, pulling her nose down, centering the target in the combining glass as we roll into our 70-degree dive toward the release point. My Phantom plunges toward the earth through an almost solid wall of bursting flak. Then “PICKLE!” And the bird leaps as her heavy load separates and we pull with all our force around to our egress heading. There are MiGs about, and my F-4 becomes a brutal beast, slamming this way, then that, snarling with rage, turning, rolling, diving, hurtling skyward like an arrow, plunging down with savage force.

The melee over, the rivers crossed, and headed for our post-strike refueling, and my bird is once again a docile, responsive lady, taking me home, letting my heart beat slow, giving me comfort in having survived once again. I gather the flock close by, and we slowly circle each other-top, bottom, and each side, looking for flak damage, rips, leaks, jagged holes. None found, we press on to meet our ticket home and gratefully take on fuel from our tanker friends. A bit of follow-the-leader up and over the beautiful mountains of dazzling white nimbus, just to relax-to enjoy the special privilege given us in flying this magnificent bird and the home runway lies ahead there near the little town of Ubon-ratchitani. Landing done, post-flight checks finished, engines shut down, and my F-4 vents its tanks with a prolonged sigh, speaking for both of us, glad it’s over, anticipating a brief respite before the next day’s work.

It’s an unusual pilot who doesn’t give his bird a private touch of loving gratitude before he leaves her nest.

2017-01-20T19:03:14-07:00By |1 Comment

Where Have All the Phantoms Gone?

How a fighter-bomber-recon-attack superstar ended up as fodder for target practice. This January 2009 Smithsonian Air & Space magazine article includes quotes by Richard Keyt.

The F-4 Phantom II lives. But the life it leads today is an odd one.

It still flies in other countries; in northern Iraq, for example, the Turks use it in combat with the Kurds. But in the United States, it leads a twilight existence. It’s a warplane, but it no longer fights. Its mission is weapons testing, but no pilot flies it. Mostly, you’ll find these F-4s either sitting in the desert or lying at the bottom of the sea. . . .

Since 1991, 254 Phantoms have served as unpiloted flying targets for missile and gun tests conducted near Tyndall Air Force Base in Florida and Holloman Air Force Base in New Mexico. The use of F-4 drones (designated QF-4s) is expected to continue until 2014.

2012-02-05T15:27:34-07:00By |0 Comments

35th Tactical Fighter Squadron Members in Southeast Asia 1972

The purpose of this page is to assist in finding old friends and squadron mates.  The following people are former members of the 35th Tactical Fighter Squadron or the 80th Tactical Fighter Squadron based at Kunsan Air Base, Korea, or the 36th Tactical Fighter Squadron based at Osan Air Base, Korea, who were sent TDY to Da Nang Air Base, Vietnam, and/or Korat Royal Air Base, Thailand in 1972, and whose address and contact information are known to Rick Keyt:

  • Ed Askins, 35th TFS
  • Dan Autrey, 35th TFS
  • Chuck Banks, 35th TFS
  • Joe Boyles,  35th TFS
  • Joe Lee Burns, 35th TFS
  • Jack Caputo, 35th TFS
  • Tim “CC” Claiborne, 35th TFS
  • Gary Corbett, 35th TFS
  • Charlie Cox, 35th TFS
  • Dave Eastis, 35th TFS
  • Hap Ertlschweiger, 35th TFS
  • Lloyd Golden, 35th TFS
  • Chuck Jaglinski, 35th TFS
  • Bob Jasperson, 35th TFS
  • Rick Keyt, 35th TFS
  • Jim “Killer” Killoran, 35th TFS
  • Phil Lehman, 35th TFS
  • George Lippemeier, 80th TFS
  • Dave Lowder, 35th TFS
  • Doug Malloy, 35th TFS
  • Joe Moran, 36th TFS
  • Mike Nelson, 35th TFS
  • John Ormond, 35th TFS
  • Jack Overstreet, 35th TFS
  • Mike Page, 35th TFS crew chief
  • Ron Price, 35th TFS
  • Jeff O. ‘Pitts’ Pritchard, 35th TFS
  • Carl Scheidegg, 35th TFS
  • Raymond Seymour, 35th TFS
  • Biff Strom, 35th TFS
  • Charlie Sullivan, 35th TFS
  • Jim Sumner, 35th TFS
  • Ron Thomas, 35th TFS
  • Cliff Young, 35th TFS
  • Dennis VanLiere, 36th TFS
  • Jim Wall, 35th TFS crew chief
  • Mickey Wilbur, 35th TFS

If you are a former member of the 35th TFS, 36th TFS or the 80th TFS and want to add your name to the list, or if you want to contact somebody on the list, send an email message to Rick Keyt at [email protected] with your name and contact information.  I’ll add you to the list if you are a former member.  If you are trying to reach somebody on the list, I will forward your email to the person you seek and that person can decide whether to respond to your inquiry.

80th Tactical Fighter Squadron

The 80th TFS Juvats have the Headhunters Association for former and current members of the squadron.  The squadron has regular reunions and is looking for lost Vietnam era Juvats to come to reunions.  See the Headhunter’s website.

Kunsan SEA 1972 TDYers MIA

If you know how to reach any of our guys that are MIA (missing in America) or if you know of names that should be added to the list below, drop me a line at [email protected].

  • Larry Culler
  • Jay Gaspar
  • Ray “Howie” Howington
  • John Huwe
  • Bill Kyle
  • Jeff Musfeldt
  • Jim Pinckley
  • Sol Ratner
  • Carl Scheidegg
  • Dan Silvas
  • Russ Stone
  • Jack Storck
  • Larry Taylor
  • Ray Vogel
  • Don Vogt
  • Phil Winkler

Deceased Comrades in Arms

2022-07-30T09:05:53-07:00By |11 Comments

35th Tactical Fighter Squadron Group Photos 1972

35th TFS Predeployment to Southeast Asia 1 Apr 72

35th Tactical Fighter Squadron in front of squadron building Kunsan Air Base,  Korea, 1 Apr 72

1st row:  Mickey Wilbur, Charlie Sullivan, Ray Seymour, Ed Askins

2nd row standing:  Bill Mikkelson, Jack Caputo,

2nd row sitting:  Don Vogt, Mike Nelson, Jim Pinckley, Jim Sumner

Back row from the left:  Sol Ratner, Gary Retterbush, Charlie Cox, Jeff Pritchard, Dan Silvas, Biff Strom, Ray “Howie” Howington, Jeff Musfeldt, Phil Lehman, Dave Lowder, Phil Winkler, Carl Scheidegg, Jack Storck, Cliff Young

35th TFS at Da Nang AB, South Vietnam, Spring 1972

See Joe Lee Burn’s bigger version of the below picture with arrows going from the names to the people in the picture plus a list of guys in the squadron the day the picture was taken who missed the photo op.

35th Tactical Fighter Squadron, DaNang Air Base, South Vietnam, May 1972

First Row from the left excluding Lt. Biff Strom in the intake:  Capt.. John Huwe, Lt. Carl Scheidegg (2nd), Lt. Ray Seymour (3rd), Major Bill Kyle (4th), Capt. Chuck Jablinski (5th), Capt. Bill Tuttle (6th), Capt. Charlie Cox (7th), Major Ernie Leuders (8th), Lt. Boyle( 9th) and Lt. Ray Vogel (far right on the MK 82 bomb)

Front Seat:  Lt. Col. Lyle Beckers, Squadron Commander

On the wing from the left:  Lt. Ron Price, Lt. Phil Winkler (5th)

First row on the top of the airplane from the left:  Lt. Mike Nelson, Lt. Larry Culler (2nd), Lt. Hap Ertlschweiger (3rd, but first guy standing on the wing), Lt. Jay Gaspar (4th standing up), ? (5th and far right standing up)

Back row on the top of the airplane from the left:  Lt. Jeff Pritchard, Capt. Bob Jasperson (2nd), Lt. Ed Askins (3rd), Lt. Phil Lehman (4th), Lt. Jim Sumner (5th), Capt. Joe Lee Burns (6th – but digitally added by a certain high tech fighter pilot),

2017-01-20T19:03:15-07:00By |0 Comments

F-4 Close Air Support Combat Missions 1972

I was fortunate to have been able to fly the F-4 Phantom II supersonic (mach 2+) fighter bomber for five years from 1971 – 1976.  Although I joined to United States Air Force to avoid being drafted into the U.S. Army and going to Vietnam, fate ultimately sent me to Vietnam.

During the summer and fall of 1972, I was a member of the 35th Tactical Fighter Squadron flying combat missions over South Vietnam, North Vietnam and Laos.  The 35th TFS was based at Korat Royal Thai Air Base, Thailand, but was on temporary duty (TDY) from Kunsan Air Base, Korea.  We brought our F-4D models from Korea, but we also flew the F-4E models based at Korat.  The primary difference between the D and E models was that the D model did not have a 20mm canon and the E model had a 20mm canon built into the nose.

During the summer and fall of 1972, the 35th TFS had two primary missions:

  1. Strike escort missions as part of operation Linebacker I into Route Pack VI, the most heavily defended area in the history of aerial warfare.  Each strike escort mission consisted of four 35th TFS F-4s flying in “fluid four” formation on the perimeter of the strike force (the Phantoms carrying bombs) as the strike force ingressed and egressed the target in the Route Pack VI area of North Vietnam.  The strike escort F-4s were the second line of defense if enemy MiGs got past the MiG CAP (combat air patrol) F-4s.  The job of the strike escort was to engage and destroy MiGs that threatened the strike force.  If the MiGs got too close to the F-4 bombers, the bombers would be forced to jettison their bombs and take evasive action to avoid being shot down.

  2. Close air support missions primarily in the northern part (Military Region 1) of South Vietnam.  These missions consisted of dropping bombs (usually Mark 82 500 pound general purpose bombs – slick, with fuse extenders and snake eye, but sometimes cluster bomb units “CBUs”) under the direction and control of a forward air controller.  These missions were in defense of the good guys who were being attacked by Viet Cong or North Vietnamese army men.

When I arrived at Korat in the summer of 1972, the 35th TFS was divided into two groups.  One group, the older and more experienced guys, flew daily Operation Linebacker I missions into Route Pack VI and the other group flew close air support missions.  Because I was a young, inexperienced and very green 1st Lt., I was assigned to the close air support missions.  I did not mind too much because the Route Pack VI missions were much more dangerous.

Although I did get to fly combat missions into Route Pack VI, most of the combat missions I flew were close air support missions at night in the northern part of South Vietnam or Laos.  I usually flew two missions a night.  After dropping all my bombs on the first target, my flight of two F-4s landed at DaNang Air Base, South Vietnam, to rearm and refuel.  I then rendezvoused with another Forward Air Controller and dropped another load of bombs on the bad guys and returned to Korat.

My typical bomb load was twelve Mark 82 500 pound general purpose bombs.  It was common for six of the bombs to have fuse extenders.  Every bomb had at least one fuse, which was the device that caused the bomb to detonate.  A fuse extender was a three foot metal tube that screwed into the nose of the bomb with the fuse on the tip of the tube.  The purpose of a fuse extender was to cause the bomb to detonate three feet above the ground for maximum blast effect against troops in the open.  Each bomb had a nose and a tail fuse that was selected by the pilot before dropping the bomb.  If a building or a structure was the target, the tail fuse was preferred because it would cause the bomb to detonate after the bomb first penetrated the structure so that the full force of the blast would occur inside the structure.

A Normal Day at the Aerial Office

My normal work day consisted of waking in the late afternoon then showering, shaving and getting dressed in my nomex green fire retardant flight suit.  I then rode the shuttle bus or hitched a ride to the Korat Air Base Officer’s Club for breakfast just before dark.  After eating, I went to Fort Apache (scroll to the bottom of the page for two pictures of Fort Apache taken by Col. Grady Morris), the intelligence building on the flight line, to plan and brief my mission for the night.

Mission briefings usually started two hours before take off.  First, an intelligence officer briefed all the crews on recent events in the ground and air war and specific information about my target area.  We also got a weather briefing.  Next, the flight leader of each flight of two or four F-4s conducted individual briefings for his flight.  Most of the night missions involved flights of two F-4s.

During the briefing, we talked about the types of weapons delivery to be used to drop our ordnance, emergency air fields, search and rescue procedures, missing wingman procedures, rendezvousing with the forward air controller, and return to base (“RTB”) procedures.  I usually had 10 – 30 minutes after the briefing to prepare to go to the airplane.

This 10 – 30 minutes of inactive time was when I was most afraid because the idleness allowed me to think about what I was preparing to do — use a multi-million dollar supersonic flying machine to drop bombs on fellow human beings who were trying to kill me at the same time I was trying to kill them.  It was during this time I always went to the bathroom at the insistence of my nervous bowels.

My Flying Gear

About fifteen minutes before station time (the time designated to depart Fort Apache for the flight line and my airplane) I dressed for aerial combat.  I put my wallet, money and all personal affects in my locker.  The only identification I carried when I flew combat missions was my Geneva convention card and my US Department of Defense military ID card.

The G Suit

While flying the F-4, I wore a G suit or technically I suppose it was an “anti-G suit” because its purpose was to allow me to withstand Gs when turning hard in the F-4.  The normal force of gravity we all experience is called “one G” or one gravity force.  When a fighter turns hard, it can cause the airplane and its occupants to experience multiple gravity forces.  During normal combat maneuvers, the F-4 frequently “pulled” 4 or 5 positive Gs.  Five Gs means that the pilot’s body weights five times its weight.  Moving while pulling 4 or 5 Gs is difficult, especially turning the head around to check the five or seven o’clock positions.  While pulling Gs, I sometimes had to use my arm to push my head backwards so I could look behind the airplane.

The purpose of the G suit is to help fighter pilots pull more Gs before they gray out (lose peripheral vision) or black out (become unconscious).  The G suit looks like an ugly weird set of pants and is worn over the flight suit.  It zips on around each leg and the abdomen.  The G suit has air bladders over the stomach, around the thighs and the calves of each leg.  It also has a hose that plugs into an outlet in the cockpit.  When the G forces increase, the airplane pumps air into the bladders in the G suit.  More Gs means more air pumped into the suit.  When the Gs decrease the air pressure in the G suit decreases until there is no air pressure in the G suit when the G force equals one.  The G suit increases a pilot’s ability to withstand G forces because it constricts the lower half of the body and makes it more difficult for blood to flow from the upper body to the lower body.  The result is that it takes more G forces to push blood from the brain thus giving the pilot the ability to withstand greater G forces before graying or blacking out.

My G suit was also a place to store items that otherwise could not be carried in the cramped cockpit of the F-4.  My G suit had a pocket on the inner thigh in which I carried a USAF issued switchblade knife tied to a lanyard that was secured to the G suit.  One end of the knife was always open because it was a special hook shaped blade the sole purpose of which was to cut four parachute lines to make the parachute more maneuverable.  I also had a large jungle knife in a sheath with a sharpening stone attached to my G suit.  I made sure I had several strips of gray USAF tape on the thigh area of my G suit.  I used the tape to cover instrument lights that were too bright when I flew at night.

The Survival Vest

Next I donned my survival vest made of light-weight nylon material.  It contained the following survival gear: two two-way radios, 50 rounds of .38 caliber ammunition, compass, tourniquet, first aid kit, two smoke flares (to make a lot of colored smoke) and several pen gun flares (to be fired into the sky). When I flew, I also wore a parachute harness into which the parachute straps contained in the ejection seat connected.  The parachute harness had two under arm life preserver units (lpus) to be inflated if I ejected over water and three hundred feet of nylon line in a pack on the back of the harness.  Because much of Southeast Asia was covered by thick jungles with trees over 200 feet high, the nylon line in the parachute harness would allow me to slowly lower myself to the ground if I ejected and my parachute got stick in the trees.

I took special care to check the two radios I carried in my survival vest.  I made sure each radio worked properly and that the batteries were fully charged.  I also put two extra radio batteries in my anti-G suit pocket along with two plastic bottles of ice.  If I were shot down, the only way I would be rescued would have been to make contact with US forces on one of the three radios I carried (two in my survival vest and one in the survival kit in my ejection seat).

The last thing I did after putting on my survival vest, anti-G suit and parachute harness was to check out my Smith & Wesson .38 caliber Combat Masterpiece revolver from the survival gear people.  I then grabbed six .38 caliber bullets from the big tin of bullets and loaded my little pea shooter and inserted it into the holster strapped to my leg.  Although I had an additional 50 rounds of bullets in two bandoliers on my survival vest, the weapon was no match for an enemy soldier with an AK-47, but it might be useful for self defense against tigers and cobra snakes than inhabited the jungles of Southeast Asia.

Arriving at the Airplane

An hour before take off a USAF step van took us to the airplanes.  The first thing I did was put my gear in the cockpit and do the Preflight Checks that consisted of:

  1. Before Exterior Inspection Check
  2. Exterior Inspection Check
  3. Before Entering Cockpit Check
  4. Cockpit Interior Check
  5. Before Electrical Power Check
  6. After Electrical Power Check
Checking the Ordnance

During the Exterior Inspection Check, I inspected each ordnance item.  I made sure the ordnance was securely fastened to the airplane and that each fuse had a safety wire in it.  The fuses had little propellers on their tips.  The bombs were not armed (ready to explode) unless they had a fuse and the fuse was active.  Before a fuse could become active, the propeller on the fuse had to spin in the wind fast enough to cause the fuse to become active.  The purpose for the fuse, the propellers and the arming of the fuse was to prevent a bomb from colliding with another bomb when released and detonating under the airplane or from simply detonating spontaneously when released.

Before bomb release, the propellers on the fuses could not spin in the wind because they had a safety wire inserted in the propeller that prevented the propeller from spinning.  When the bomb was released, the safety wire remained attached to the airplane and pulled free from the propeller.  With the safety wire removed, the little propeller spun in the wind and armed the fuse.  Once armed, the bomb would detonate when the fuse was “jostled.”

My airplane usually carried three AIM-7 Sparrow radar guided missiles and one ALQ-119 jamming pod in the four missile bays on the bottom of the fuselage.  There were no MiGs in the South Vietnam airspace so the AIM-7s were not needed.  Although there were a few SA-2 Guideline surface to air missiles (“SAMs”) in the northern part of South Vietnam during the NVA’s Easter 1972 offensive, I do not recall one being fired at me outside of North Vietnam.

2017-01-20T19:03:15-07:00By |6 Comments

College & the Military Draft

In the fall of 1969, I was a senior at Penn State University enjoying my last year of college and fraternity parties.  The U.S. Army was drafting young men to fill its need for soldiers in Vietnam.  Because I was a full time student in college, I had a student deferment that had kept me out of the draft for three years.  The deferment would terminate on my graduation in June of 1970, and I would then be eligible to be drafted.  My draft number was 183, a number selected at random by the U.S. Selective Service System by putting 366 birthdays in a jar and picking them out one by one.  My birthday was the 183rd pick, which gave me a draft lottery number of 183.

Each local draft board was given a quota of the number of draftees that were to be selected by the draft board to be inducted into the Army.  People who had a draft deferment for reasons such as college or medical problems were not eligible to be drafted.  From the pool of eligible potential draftees, the draft boards were obligated to draft starting with people whose draft lottery numbers were started at 1 and then proceed in order to lottery number 365 if necessary.  Because my number was in somewhat in the middle of lottery numbers, I was in a gray area.  I could not predict if I would be drafted or if my number was high enough to avoid the draft.

I decided to hedge my bet by applying for admission to USAF flight school.  If I got drafted and if I got into flight school, I would have the option to join the USAF and fly instead of being drafted into the Army and possibly being sent to Vietnam.  If I were drafted, I would have to serve two years in the Army.  I could also avoid the draft by volunteering for the Army and get a choice of what my job would be.  By volunteering, I could get a “safe” job such as computer programmer or cook, but volunteers had a three year active duty service commitment.  The Air Force commitment was three months of Officer Training School, one year of  flight school followed by five years of additional active duty.

The application process for becoming an Air Force officer and airplane driver was intense and took many months.  I first completed a lengthy application.  I passed the first round of cuts and had to take several tests such as an aptitude test, general knowledge and eye-hand coordination.  After passing the second round of tests, I was given a very comprehensive flight physical, including an eye exam.  A common mis-conception is that you cannot become a military pilot if you do not have 20/20 vision.  Only a select few (such as Air Force Academy cadets) know that it is possible to get a waiver of the 20/20 requirement from the Surgeon General of the Air Force.  I also had to complete a detailed Department of Defense questionnaire about my entire life, which would be used by the FBI to investigate me to determine if I was eligible to hold a Top Secret security clearance.  After passing the FBI background check, the last stage of the process was to be selected by a selection board.

I began the USAF application process in the fall of 1969, but did not get notice of my acceptance until May of 1970, about the same time I got a notice from my draft board to report for a draft physical.  When an Army recruiter told me that I had a good chance of being drafted into the Army and being sent to Vietnam, I elected to accept my USAF slot and go to Officer Training School and flight school.  I goofed off the summer of 1970 in Westport, Connecticut, were my parents lived.  In early September of 1970, I took the oath to protect and defend the constitution of the United States and became an E-4 (for pay purposes) and reported to Lackland Air Force Base, Texas, for three months of OTS.

2012-04-07T15:24:26-07:00By |2 Comments

USAF Officer Training School 1970

Officer Training School in 1970 was a cross between college and military boot camp.  We were assigned to squadrons of new Officer Trainees (“OTs”).  Each squadron had an Air Force officer who acted as a low key drill instructor.  I got up each day except Sunday at about 5:30 a.m., made my bed in the USAF way, showered, shaved, got dressed and marched to the mess hall for breakfast.  We had to march everywhere outside.  If we went any where on the OTS campus, one OT had to be the flight leader who gave the marching commands to the other OTs (or sometimes a single OT) who marched in single file or in a column of two.

Breakfast, like all meals, was quick and we could not talk.  We only had between 5 – 10 minutes to eat our food so everybody woofed it down.  Then it was back to the barracks to study for class.  A typical day consisted of mostly class room instruction on military subjects like how to be an officer, the structure of the USAF, and military history.  An hour or two each day was devoted to exercising and physical education.  We ran a lot, and I’m not big on running long distances.  We also played team sports like football, softball and a strange game called “Flickerball,” which was a combination of basketball and football.

I don’t remember OTS as being very difficult, certainly it was nothing like Marine boot camp.  I do remember making a lot of good friends and having a lot of good times.  We always seemed to find something to laugh about.  I distinctly remember getting the feeling that I was getting converted to the Air Force way of thinking.  I also remember seeing movies in the big auditorium, which we affectionately called the “master bedroom” because when the lights went out in it, a lot of us nodded off to sleep.

Every Saturday morning at OTS the cadet wing of OTs had a parade and marching competition.  The first six weeks I was at OTS, I marched in the parade.  The marching skill of each squadron was graded.  The quarters of each squadron was also graded.  The squadron that scored the highest combined score won the weekly prize.  The last six weeks I was at OTS, I was one of the OTs who graded the squadrons’ marching at the parade.  The only time I ever marched or participated in a parade was when I was at OTS.  I never marched or participated in parades on active duty.

I’ll never forget watching an Air Force made short movie called “There is a Way.”  The movie was about men my age and a little older flying combat missions over North Vietnam in F-105 Thunderchief (the “Thud”) fighter bombers out of Korat Royal Thai Air Base, Thailand in 1966.  Lt. Karl Richter was featured in the movie because he epitomized the heroic young American warrior of the Vietnam air war.  Lt. Richter had survived 100 missions over Route Pack Six, the most dangerous area of all aerial combat of the Vietnam war, and he volunteered to fly another 100 missions.

Lt. Karl Richter was shot down and killed in action on July 28, 1967, after completing his second 100 missions over North Vietnam.  There is a statue of Karl Richter at Maxwell Air Force Base, Alabama, on which is inscribed, the following words from the prophet Isaiah:  “Whom shall I send, and who will go for us? Here am I. Send me.”  Lt. Richter gave his life in the service of his country.  Karl Richter’s spirit and sacrifice will live on in the annals of the United States Air Force and American history.  The December 1992 issue of Air Force Magazine contains an article called “Here Am I.  Send Me” about Karl Richter.  Read Lt. Col. Hank Brandli’s article called “Karl Richter’s Last Mission” to learn more about this American hero.  This article starts with “Richter flew 100 missions in a Republic F-105 over North Vietnam, then flew another 100 before he was tragically killed on a milk run.”

The movie includes footage of a mongrel dog named “Roscoe,” which had a special purpose and place at Korat.  Roscoe attended all the early morning briefings given to the aircrews that were to fly into the dangerous Route Pack Six area in North Vietnam.  The briefings were held in an auditorium at Fort Apache, the intelligence building on the flight line at Korat.

Roscoe had a reserved seat at the briefings in the front row.  Because the Route Pak Six briefings were usually very early in the morning, Roscoe liked to sleep.  Sometimes, however, Roscoe woke up.  Korat fighter pilots believed that if Roscoe slept through the briefing then nobody would get shot down.  If Roscoe woke up during the briefing, the fighter pilots believed that it was a bad sign that somebody was going to be killed or captured that day.  For more information about Roscoe, see the story written by Col. William C. Koch, Jr. USAF (Ret).

Roscoe was adopted by all the fighter pilots at Korat.  The youngest flying officer was given the additional duty of “Roscoe Control Officer.”  His duty was to take care of Roscoe’s needs and transport him around the base and make sure Roscoe was present for the big Route Pak Six mission briefings at Fort Apache.

In the summer of 1972 when I arrived at Korat, Roscoe was still alive and living the life of top dog on base.  I saw Roscoe most every day while I was at Korat.  He was usually at either the Officers Club or Fort Apache, which was the intelligence building where aircrews planned and briefed combat missions..  One day I was waiting outside the Officers Club for the shuttle bus to take me to the flight line and a pickup truck pulled up and stopped in front of me. A bird Colonel got out of the truck, opened the door and Roscoe jumped out and sauntered into the club.

Sunday night at the Officers Club was “cook your own steak night.”  The Club always made sure that Roscoe got a steak Sunday night.  I frequently ran into Roscoe while on the shuttle bus.  When Roscoe wanted to go someplace, he would wait at the bus stop until the shuttle bus arrived.  The drivers all knew Roscoe and stopped to pick him up and let him out.

2017-01-20T18:52:21-07:00By |0 Comments

F-4 Replacement Training Unit (RTU)

After graduating from USAF Officer Training School (OTS) at Lackland Air Force Base, Texas, I was commissioned as a brown bar Second Lieutenant in December of 1970.  I spent a year earning my wings.  I finished high enough in my class to pick the F-4 Phantom as the airplane I would fly for the next five years.  After a two week romp in the beautiful mountains of Washington state where I attended survival school followed by a couple of weeks at water survival school outside of Miami, Florida, I reported in November of 1971 to Luke Air Force Base, Arizona, for six months of F-4 RTU.

2nd Lt. Richard Keyt is in the back row, 6th guy from the left.
Capt. Buddy Mizel, 1st guy on left in the back row.
Capt.  Kenny Boone (Instructor Pilot) kneeling 3rd from the left.

RTU stood for “replacement training unit.”  It was called RTU because we were being trained to replace other F-4 guys in Vietnam after they finished their one year tour of duty.  Since I was young  pup, I had dreamed of flying a jet fighter.  When I drove onto Luke AFB for the first time and saw the sleek Phantoms lining the ramp, it was a dream come true.  It gave me a chill to see row after row of camouflaged F-4s.

It was a very exciting time.  I was 23 years old, single and ready for adventure.  I got an apartment at the Oakwood Garden Apartments at 40th Street and Camelback Street in Phoenix, Arizona.  Although it was a 45 minute drive one way to the base, my apartment complex was well worth the long commute.  I picked Oakwood for several reasons:  a lot of Luke F-4 pilots lived there and recommended it, the apartments were far from the base so I could live like a civilian, it was close to the night life, and the amenities were great.

Oakwood at the time was singles only.  It was and still is a large apartment complex.  It had a beautiful large pool, tennis court and tennis pro, sand volleyball courts, six pool tables in a big recreation center, live bands on Friday nights, an activities director and a lot of young adults.  I roomed with two other F-4 students in a two bedroom apartment.  We had black lights and liked to play music with the black light on at night and talk and talk and talk.

I was assigned to the 311th Tactical Fighter Training Squadron, which consisted of approximately 10 – 15 F-4 instructor pilots and about 40 students.  The course lasted six months and included three primary phases.  We generally spent half the day in an academic class and the other half of the day flying.  We also squeezed in about twenty 1.5 hour missions in the F-4 simulator.

The classes were just like college, except we weren’t studying political science, English or chemistry.  We had text books for each subject and nightly reading assignments.  The F-4 instructors taught classes in aircraft general, formation flying, basic fighter maneuvers, aerial combat maneuvering (dog fighting), bombing theory, weapons delivery, nuclear weapons, combat mission planning, electronic warfare and countermeasures, and weapons computer delivery system.  From time to time in each course we had tests, including final exams.  Anybody who flunked an exam risked losing their wings.

We spent a lot of time learning and studying about the F-4 and its systems.  We were issued a large book about an inch thick called a dash one, which is the equivalent of the owners manual for the airplane.  It was filled with page after page of information about all the unclassified systems of the Phantom.  We studied the dash one religiously and were constantly being quizzed on F-4 trivia.  The Phantom is a complex machine with a lot of systems and it demands your full attention.

Before we could fly, we had to learn about the Martin Baker ejection seat and the finer points of surviving emergency air and ground egress.  The Martin Baker ejection seat is a rocket propelled ejection seat that had an excellent record of saving lives.  It is known as a “zero, zero” seat, which means that it is supposed to safely eject a man when the airplane has zero altitude and zero airspeed.  In theory, if a man was strapped into the ejection seat in the F-4 sitting still on the ground and the ejection seat fired, the man and seat would be blown 300 feet in the air, the parachute would open and the man would parachute back to earth safely.  The nice thing about flying with an ejection seat is that you can always leave the airplane if you don’t like what is happening.  It gives you a false sense of security.

The ejection seat, however, was a very dangerous device that required the utmost care.  There were a number of accidents, usually involving maintenance personnel who were working inside the cockpit and accidentally fired the seat.  Most seat accidents were fatal.  I was very careful to check my ejection seat from top to bottom before getting in the cockpit.  The seat had seven safety pins stuck in various parts, all of which had to be removed for the seat to fire.  The seven pins were all attached to a long nylon cord.  Normally when the airplane was not in use, all seven safety pins were in the seat.  Just before a scheduled flight, the crew chief would remove six of the safety pins and put them in the safety pin bag and lay it on the top of the seat.

My first flight in the F-4 was a blast, literally and figuratively.  Standard USAF procedure before flying the F-4 was for all the crewmembers in a flight to have a mission briefing two hours before scheduled takeoff.  F-4s usually flew in flights of two or four.  The briefings lasted an hour during which the flight leader would follow a briefing checklist and discuss the mission from A to Z.  He briefed us on the weather, time to start engines, radio procedures, flight check in time, taxi procedures, arming area procedures, type of take off such as single ship or formation, departure procedure, route to the restricted flying area, how to perform the mission such as dive bombing, strafing,  intercepts, dog fighting, return to base, ground emergency procedures and emergency air fields.

2017-01-20T19:03:15-07:00By |0 Comments

American Heroes

Most Americans do not realize that the men and women who serve in the U.S. military frequently risk their lives as a day to day part of their jobs.  Many military jobs are no more dangerous than the jobs of most other Americans.  Some military jobs, however, are inherently dangerous and sometimes can be deadly.

For example, when I was flying the F-4 Phantom supersonic fighter (1971 – 1976) I could not purchase commercial life insurance because my job was too risky.  I actually saw three fighters (two F-4s and one T-38) crash in peace time during the five years I flew fighters in the United States Air Force.  I knew many people who ejected from crippled fighters.  When you throw your body at the ground in a 45 degree dive bomb at 450 knots or engage in mock aerial combat with other airplanes at supersonic speeds, things can happen.

Most of us have heard the term “freedom is not free.”  When we hear that phrase, we usually think of U.S. military personnel dying for our country in war, but it also applies in peace time and to accidents that occur in war time.

American military personnel die all too frequently so that the American people can enjoy the fruits of freedom.  We should always remember our fallen heroes and the words of President Abraham Lincoln in his letter to Mrs. Lydia Bixby who lost five sons in the Civil War.  President Lincoln wrote “I pray that our heavenly Father may assuage the anguish of your bereavement, and leave you only the cherished memory of the loved and lost, and the solemn pride that must be yours to have laid so costly a sacrifice upon the altar of freedom.”

Lt. Phil Clark (father) & Lt. Terry Clark (son)

Phil Clark was a 1968 Annapolis graduate and Navy fighter pilot whose A-7 fighter bomber was shot down over North Vietnam on December 24, 1972.  Phil was first declared missing in action and later reclassified to killed in action.  When Phil was shot down, he was married and had a very young son, Terry, and a daughter.

A few years after Phil’s death, Phil’s young wife died and his two young children were raised in Phoenix, Arizona, by their grandparents, Phil and Freda Clark.  The elder Phil is a retired USAF Colonel and former bomber pilot.  Phil and Freda were best friends for years with my parents.  My dad is a retired USAF Major.

Terry Clark graduated from Brophy College Preparatory high school in Phoenix, Arizona, in 1986, and the US Naval Academy in 1990, twenty-two years after his father’s graduation from the academy.  Terry followed in his father’s footsteps and became a Navy fighter pilot.  I remember Terry and his sister visited my office one day for a legal matter shortly after Terry had received  his wings of gold.

On February 18, 1996, Lt. Terry Clark was killed in an F-14 training accident off the coast of San Diego.  I’ll never forget Colonel Phil Clark, Sr., telling me how difficult it was for he and Freda to go to Arlington National Cemetery twice, once to bury Phil and again to bury Terry.  As a father, I cannot begin to imagine the pain and anguish Phil and Freda must have felt to have raised a son and a grandson to go to the Naval Academy, Navy pilot training and then be killed while flying fighters in defense of the United States.  The three generations of Clarks are true American heroes of the highest order.  They served our country quietly with dignity, honor and pride.

Captain Thomas A. Amos and Captain Mason I. Burnham

Tom Amos (35th Tactical Fighter Squadron) and Mason Burnham (421st Tactical Fighter Squadron) were killed in action during an F-4D combat mission over Laos on April 20, 1972.  They were escorting an AC-130 gunship as it struck targets on the Ho Chi Minh Trail.  The AC-130s (known as “Spectres”) carried a 20mm six barreled gatling gun and a 105mm Howitzer canon.  The Spectres were extremely effective at destroying military targets on the trail.

The job of the F-4 was to drop bombs on any troops that fired anti-aircraft artillery (AAA) at the gunship.  The F-4 rolled in to attack a gun on the ground.  The crew of the AC-130 saw a fireball on the ground and were not able to contact Tom or his backseater on the radio.  The term used by the intelligence personnel to describe the incident was “no chutes, no beepers.”

I will never forget hearing those words from time to time when I was attending intelligence briefings before flying combat missions over Vietnam.  The phrase meant there was no word on the fate of a downed aircrewman because when the airplane went down, nobody saw any parachutes or heard any beepers from the emergency radios that all aircrewmen carried.  When I flew combat missions over South Vietnam, North Vietnam and Laos in 1972, I actually carried two radios on my person plus a third radio in the survival kit contained in the ejection seat.  USAF F-4s had an emergency radio in the survival kit that could be set to automatically transmit the emergency beeper sound on UHF frequency 343.0 (the emergency frequency monitored by USAF airplanes) when the ejection seat fired.

Tom was the only member of the 35th TFS (my squadron) from Kunsan, Air Base, Korea, killed in action when the 35th TFS deployed to DaNang Air Base, South Vietnam, and Korat Air Base, Thailand, in 1972.

See Tom Amos on the Virtual Wall.

Captain Tom Ballard and Lt. Ron Goodwin

Tom Ballard and Ron Goodwin were killed flying an F-4 during a nuclear bomb delivery training mission over Korea on February 16, 1973.  They were on a typical F-4 training mission.  Tom and Ron were tasked to fly a low level route in their F-4D and deliver their first practice simulated nuclear bomb within 1,500 feet of the target plus or minus two minutes of a designated time over the target (TOT).  One of the missions of the F-4 was nuclear bombing so F-4 crews frequently practiced the skills necessary to put a nuclear bomb on target within the designated TOT.  In Korea, we usually flew a low level route 500 feet above the ground at 420 knots for about 30 minutes before reaching the target on the bombing range.

The F-4 had two ways to deliver a nuke bomb, the lay down method and the low angle drogue delivery (LADD) method.  The lay down method is the simplest method.  It involves merely flying straight and level over the target and releasing the nuke bomb at the proper time and place.  The bomb falls away from the airplane, the nose of the bomb falls off to reveal a spike and the bomb floats to the ground in a parachute.

The LADD delivery method involves flying towards the target and at a predetermined distance the pilot pulls back on the stick and begins a steep climb approximating 45 degrees.  At some point in the climb, the F-4’s Weapons Release Computer System releases the bomb.  The nuke bomb then continues in an upward trajectory for a while before falling back to earth.  The parachute on the bomb opens and the bomb then begins to float toward the ground.

The purpose of the LADD is to cause an air burst, i.e., a bomb that explodes above the ground, as opposed to a bomb that explodes on the ground.  The nuke bomb contained a radar altimeter that detonates the bomb at a designated altitude above the ground.  An air burst creates substantially more radioactivity than a ground burst of the same magnitude.

Tom and Ron flew a good low level mission to the Kuni bombing range on the west coast of Korea.  When they flew over the target at 1,000 feet, their bomb did not release.  The most common reason a bomb did not release was because the pilot failed to properly configure all of the switches necessary for the delivery.  We called this a “switchology error,” which meant an error caused by improper setting of weapons switches.  In the F-4 it was actually possible to select the switches in such a way that pressing the bomb release button caused the 20mm gatling gun on the centerline of the airplane to be released like a bomb.  The powers that be were not happy when a pilot accidentally bombed off a gun that cost several hundred thousand dollars.

Tom began a 360 degree turn to make another bombing run so that he could release his bomb within two minutes of the designated TOT.  The accident report speculated that while in the turn at low level (500 – 1,000 feet) the F-4 flew into the water.  Tom was probably checking the switches in the cockpit trying to figure out why the bomb did not release and was momentarily distracted, which allowed the airplane hit the water.  When you fly at high speeds (500 knots is 845 feet per second), there is not much room for error.

Duty, Honor, Country

Each of the above men exemplifies the concepts of Duty, Honor and Country, the foundations on which the U.S. military is built.  I believe that the finest speech ever given is General Douglas MacArthur’s “Duty, Honor, Country” speech that he gave without notes to the West Point corps of cadets on May 12, 1962.  In honor and remembrance of the six men named above and all of our fallen heroes of the U.S. military, I will close with excerpts from General MacArthur’s famous speech.

“Duty, Honor, Country — those three hallowed words reverently dictate what you want to be, what you can be, what you will be. They are your rallying point to build courage when courage seems to fail, to regain faith when there seems to be little cause for faith, to create hope when hope becomes forlorn. . . . I regard

[the U.S. soldier] now, as one of the world’s noblest figures; not only as one of the finest military characters, but also as one of the most stainless. His name and fame are the birthright of every American citizen. In his youth and strength, his love and loyalty, he gave all that mortality can give. . . . They died unquestioning, uncomplaining, with faith in their hearts, and on their lips the hope that we would go on to victory. Always for them: Duty, Honor, Country. Always their blood, and sweat, and tears, as they saw the way and the light.”

2017-01-20T19:03:15-07:00By |0 Comments

Memorial Service for Brigadier General Robin Olds

U.S. Air Force Academy, 30 June 2007

For a related story, see “Legendary Fighter Pilot Robin Olds Dies.” See Gary Baker’s wonderful pictorial memorial to General Olds.  Also see a memorial video.

By Dale Boggie

JB Stone played a significant role at Robin’s Memorial Service. He delivered one of the eulogies at the U.S. Air Force Academy Chapel. He told of the first time he meet Col. Olds, who as the new Wing Commander of the 8th Tactical Fighter Wing called a meeting of all the pilots. At the time JB had about 60 or 70 missions North, had an engine shot out from under him and several bullet holes here and there on some pretty hairy missions.

Robin told the pilots, “I’m your new boss. I’ll be flying your wing for a couple of weeks and at the end of that time, I’ll be better than any of you.”

JB muttered under his breath, “We’ll see.”

It came out a little louder than JB intended. Robin heard it and immediately fixed JB with those steely eyes, and repeated his statement forcefully again. And JB said: “Robin did exactly as he had said he would. “ He was a warrior who would fearlessly go where others feared to tread.

And JB was later picked to help Robin plan and execute Operation Bolo, wherein F-4s masqueraded as bomb laden, F-105s to lure MiGs to come up and attack them. Seven MiGs went down in flames. The Military Channel has run the episode several times titled as “Ambush” in the Dogfight series.

Robin’s oldest daughter, Susan lead off the remembrances with stories of being a teenager living at the Academy while Robin was Commandant of Cadets for 3 years. Robin taught her to drive on the Academy grounds and ride horses at the equestrian center. It was okay to date more than one cadet at a time because no one would dare do anything untoward with the Commandant’s daughter.

General Ralph Eberhart was a senior Cadet Wing Commander when Robin took over. He told the famous incident of Robin’s first meeting with the Cadet Corps. Robin had been directed to lose the handlebar mustache – his trademark as leader of the “Wolfpack.” On a given signal at the end of Robin’s speech, 4,000 cadets whipped out and donned black-paper handlebar mustaches and began stomping and shouting, Olds, Olds, OLDS!!! Robin rose to his full height, jaws clenched eyes blazing – then extended his long middle finger and flipped them all a big sweeping bird – with a huge grin on his face.

Brigadier General Bob “Earthquake” Titus spoke of how Robin transformed the 8th Wing into The “Wolfpack.” Where the “Go get them, men” from the previous leadership was replaced by “FOLLOW ME!” Deadwood were sent home, and tactics changed. Base services were available 24/7 to the men he was sending into combat 24/7. No more shutting off the hot water at midnight, or closing the bar.

He told of a pilot, I believe named Conway, who while gleefully celebrating a successful mission proceed to rearrange or destroy some of the O’Club furnishings. He was ordered to report to Col. Olds’ office at 0800 hours. He was there promptly. Robin however was dreading the chewing out he was going to have to administer for something he himself had been guilty of many times. He braced himself, put on his sternest visage and entered his office at 0815 to find Conway standing at attention. Conway saluted smartly and said, “Sir, you’re late.” That cracked Robin up. The damage to the Club got paid somehow and another tale was added to the lore of Robin Olds.

Captain Jack McEncroe, USMC, told of his close friendship with Robin living near in Steamboat Springs. 30 years of watching Robin’s God-Awful backswing on the golf course, 30 years of skiing through the trees in fresh powder up to their knees, 30 years of listening to Robin telling the Cross-Eyed Bull story.

Verne Lundquist, Hall of Fame Sportscaster tried to demonstrate Robin’s backswing, which featured a couple of contorted pauses on the way up, then a mighty downswing. On one occasion the ball carried to the green, bounced a couple of times and went into the cup. “You just got a hole in one! It went into the cup,” shouted Verne. “Well, that’s the point isn’t it,” said Robin.

When Robin was selected for induction into the College football Hall of Fame as an All American on offense and defense at West Point, he asked Verne, “Is this a big deal? Do I have to go?” Verne told him yes. Robin went and made a gracious acceptance speech.

On another occasion he and Robin were being harassed by some obnoxious guy who wanted to pick a fight with Robin. Robin stood up, squared his shoulders and said, “I’ve killed more people than you will ever know, for less reason than you are giving me right now! Now sit down and SHUT UP !

Verne told of another experience with Robin. They were touring Germany and stopped at a tavern where there were some pictures of Luftwaffe aircraft on the wall. When they asked the proprietor about them he said he had been a pilot, but had been shot down. He and Robin started comparing notes on location, time of day cloud formation, tactics, etc., and after several drinks they were convinced that indeed, it was Robin who had shot him down. A few months later, Verne and Robin were watching some of Robin’s gun camera film being shown on TV and Robin suddenly exclaimed, “That’s the GUY!” As Verne said, “If it’s not true, it should be.”

When Robin’s health started failing last February, his daughter Chris quit her job and moved to Steamboat to take care of her Dad. She took Robin on long drives through the mountains with a picnic lunch to share at some scenic spot.

Robin’s grand-daughter Jennifer told of her grandfather helping her as a young child, to set out a bowl of salad to feed Santa’s reindeer. Sure enough, the next morning the salad was gone and reindeer tracks were in the snow all over the porch. A long time later, she came across some wooden reindeer feet that Robin had carved to make those tracks.

Christina said that it was only in his last week or so that Robin started to get really tired. He still would tell those who called that he was just fine, just getting old. She was with him when he drifted off to sleep peacefully and after a few minutes, drew his last breath.

Chris orchestrated every detail of the funeral service, the flyby, the graveside service, of course with help from Robin’s friends and splendid cooperation and coordination from the Academy Staff and the hotel where the reception and following Fighter Pilot Wake was held.

The flyby consisted of aircraft in trail at 30 second intervals. First a T-33, second another T-33, third a P-51 Mustang, fourth a MiG 17, fifth a flight of four F-16 from the Colorado Air National Guard, and sixth a flight of four F-4’s. The F-4’s, one from Tyndall and three from Holloman, are actually drones to be used in weapons testing. But for this occasion, they were flown by pilots and led by Lt. Col. “ET” Murphy of Tyndall. “ET” is also a member of our “Aspenosium” group of active duty and retired fighter pilots who get together for skiing, partying and presentations by those involved in fighter development, weapons, and tactics.

The Missing Man formation was slightly modified for this special event. As the F-4’s approached the cemetery in wingtip formation, “ET” was flying Lead as WOLF ONE

[Robin’s call sign] and initiated a sharp pull-up out of formation so WOLF ONE was heading straight up . . flew vertically into a pin point. It was spectacular and precisely executed, directly over Robin’s gravesite.

One final note reinforces the fact that Christina is without a doubt her father’s daughter. It involved the presentation of the flag to Robin’s survivors : Susan, Chris and Jennifer. The 1st flag was presented to the eldest, Susan. The 2nd to Jennifer, the youngest. The 3rd was destined for Chris. But she chose to direct her flag to be presented to Robin’s comrade-in-arms. Col. J.B. Stone. This unselfish and completely unexpected act, deeply touched JB and all of us who understood the bond between these two men. The kind of thing Robin would’ve done.

2019-05-25T07:24:26-07:00By |0 Comments

River Rats Talk about Robin Olds & POWs

F-4 combat veterans talk about their Vietnam experiences.  Bob Pardo describes the “Pardo push.”  Robin Olds is remembered and honored by Gen. Robert “Earthquake” Titus.  Col. Ken Cordier describes the pain he endured while being tortured in the Hanoi Hilton.  Lt. Col. Bill Schwertfeger also talks about being a POW and being tortured.  Christina Olds tells about the USAF Academy class of 2011 honoring Gen. Robin Olds as the classes’ exemplar.

 

2017-01-20T19:03:15-07:00By |0 Comments

Thuds, the Ridge, and 100 Missions North

By Carl Posey, Air & Space magazine, March 2009

“How the Republic F-105 got good at a mission it was not designed to fly.  At the 1854 Battle of Balaclava during the Crimean War, British cavalry were ordered to attack withdrawing Czarist artillery brigades. By the time the order cascaded down the chain of command, however, it misdirected the British horsemen into a hail of fire from Russian guns. The debacle caused a furor in England, and inspired Alfred, Lord Tennyson, to pen ‘Charge of the Light Brigade,’ with its mournful refrain: Into the valley of Death rode the six hundred.

Just over a century later, something like that infamous charge was performed in modern dress, this time with airplanes, and with the Russian weapons hidden in the forests of North Vietnam. And this time the action was not completed in a single day, but recurred, every morning and afternoon, weather and politics permitting, for more than three years. Charge of the Light Brigade, meet Groundhog Day.”

 

2017-10-08T11:29:05-07:00By |0 Comments

Memories of the First River Rats Convention in Las Vegas, 1973

Joe Lee Burns started this collection of memories to capture for his kids and grandkids events of the “REAL” reunion after our POWs came home from captivity in North Vietnam.  If you attended the first convention, please tell us what you remember by making a comment at the end of this post.

Joe Lee Burns

The First “Official” Red River Valley Fighter Pilots Association Reunion (our POWs were home!!). Anybody else with better memory than mine????

I remember the fancy (for back then) 4 screen slide show with fade in/out sequenced pictures of America (“America the Beautiful” background music??).

Who opened the party?

About 3,000 seated for dinner????

Who was the Master of Ceremonies from the strip downtown?

What was the program flow???

Didn’t the MC (told jokes?) come on as dessert was served??????

Guys kept taking notes up to the MC, welcoming POWs home from the different units.

Was this when deceased insect was declared???? All the guys in Mess Dress and 75% of the ladies in formal dresses went supine in a flash!!!

The MC said “It was the most amazing thing he had seen in 25 years of show business.”

Wayne Newton and Patti Page (?) were very gracious in their comments. Was there a third singer??

Yellow/gold table napkins tied together and hung from the rafters as Patti sang “Tie A Yellow Ribbon ‘Round the Old Oak Tree”?????

Was ringing the Rat Freedom Bell the last event of the formal part of the evening????

The First “Official” Red River Valley Association Reunion (our POWs were home!!) 24/25 Aug ’73 at the Las Vegas, NV Convention Center.

Before the activities started for the evening, I had the opportunity to introduce myself as a 8th Wing GIB then and then my wife De Ann to General Robin Olds. He was more impressive than ever – at least, my wife thought so!!!!!

3,000 attendees for the Dining Out in the massive hall room.

Toward the end of the meal service, a 4 screen slide show began with hundreds of scenic pictures of Americana slowly flashed in sequence. Various patriotic songs were played in the background – America the Beautiful was one. Breathtaking.

Different units sent notes to be read by the Master of Ceremonies mostly welcoming their wing/squadron POWs back home from captivity. One Wing had the MC announce “Deceased Insect” and 2500 folks in formal dress go supine immediately!! (For civilians: “A favorite fighter-jock game was called D___ B__. In a bar, when anyone shouted ‘D*e*a*d B*u*g!’ everyone, including generals, had to drop to the floor with hands and feet extended into the air, like a “deceased insect”. Last man down had to buy drinks.”)

One of the entertainers (Patti Page) sang “Tie a Yellow Ribbon Round the Old Oak Tree”. Before the song was ended, a couple thousand yellow dinner napkins are spontaneously tied together in about a 100 yard strings and handed from row of tables to row of tables, and eventually the strings are draped from the rafters of the huge hall. (It was the central theme of the popular song “Tie a Yellow Ribbon ‘Round the Ole Oak Tree”, Written by Irwin Levine and L. Russell Brown and recorded by Tony Orlando and Dawn among many others, as the sign a released convict (POW) requested from his wife or lover (country), to indicate that she (his family and brothers-in-arms) still wanted him and that he would therefore be welcome to return home (US of A). He would be able to see it from the bus driving by their house, and would stay on the bus in the absence of the ribbon. He (they) turned out to be very welcome: there were a hundred yellow ribbons.)

What a beautifully inspiring night to welcome home our freed brothers.

Neither of these events was scripted – but the emotion of the event, the spontaneous ingenuity of fighter pilots, and the love for our long lost POWs made for an absolutely magical night of revelry.

Joe Moran

Ross Truesdale yelled out, “RING THE F_______ BELL!

Jack Overstreet

What I remember from the first “Real Reunion” about the bell was that, when they rang it (for the first time)…..it was underwhelming. No clear-pitched tone….sounded more like…. “bonk!” Guess an ops check before the event would have detracted from the claim of ringing it for the first time at the event.

A bunch of us flew in from Holloman with our wives on a C-118…..had to be at least 60 people. They brought coolers on board and we drank beer and bloody marys enroute to Nellis. The cockpit door was open and if you leaned out in the aisle you could see out the front of the plane. When the pilot turned base to final at Nellis, he badly overshot the runway and the plane erupted into catcalls and general declarations of derision for his half-assed performance. When we shut down on the ramp and opened the door, we were met by some Nellis O-6 who yelled up: “Where are you all from?” and some obviously inebriated passenger yelled back: “From? We’re from the IG and this is a no-notice ORI!” Funny, but this O-6 failed to see the humor and withheld the placement of the stairs at the plane to allow us to reassess our behavior before being allowed to deplane onto his ramp.

One post-reunion vignette I heard about probably needs to be verified, because I was not a witness. As you know, when the dining-out broke up….everyone headed for the strip. They probably had never seen so many people in mess-dress in so many bars and casinos. After the fact, I heard that some unnamed captain had given Robin Olds a ration of sh** in a bar and the two of them distinguished themselves by getting into it with each other and rolling around on the floor of the bar in their mess dress!

Carole Thompson

The guest speaker who rang the bell for the first time was General Alexander Haig. He didn’t do a very good job and had to have help. Have other stuff if you are interested.

DeAnn Mitchell (Burns)

Besides the lifting of the tied together yellow napkins, I remember most….the vast hallway outside banquet hall where I say men (long lost friends) see each other from afar and rush to meet & hug & cry. Couldn’t watch for long – it felt intrusive.

Joe Lee Burns responds

Me, too. I remember seeing Larry Chesley (POW 433rd ‘66) from my station in the Welcome/Information Booth. I didn’t quite get to him for a hug before I started crying. And seeing Larry made me remember losing Frank Ralston (Lt 433rd MIA/KIA May ’66 – godfather to my son, Patrick) all over again.

Carole Thompson responds

I certainly remember the deceased insect routine. Had on a beautiful blue gown with lots of cleavage. Went to the floor with the rest of the gang. But I didn’t show dress off to the “fullest” until we left that night and I was carrying a large plastic bag filled with ‘POWs Never Have a Nice Day’ buttons which broke while we were crossing Convention Blvd. Bob (Carole’s husband) went to the sidewalk and watched as I picked up buttons and put them in my gathered skirt and shoved in boobs, picked up buttons, pushed in boobs, picked up buttons and shoved in boobs. He thought it was real funny when the cab drivers stopped, not to help, but just to stare. Needless to say I had better boobs back in those days.

The bell ringing and the tying of the Son Tay tennis shoes was done during the business meeting if I remember correctly. Damn, it has been so long ago.

A couple of good guys to get info from would be JD Allen, now our treasurer, Dale Leatham and Don Harten. Think they were all involved in the First Real One.

Patti Page was wonderful. She didn’t even bat an eyelash while the guys covered her in napkins.

Think your numbers of about 3,000 is correct.

We chartered a Braniff airplane from here (San Antonio) and took the former POWs, their wives, all the MIA wives and the local Rats in SA. Plane sat at the airport in Vegas for the weekend waiting to bring us home and still managed to lose Swede Larson’s luggage!

Don Harten

I don’t think Dale worked on the first reunion with us but JD, Sparkie, Jim Stieber, Sam Bakke, Pete Gamage, Boots Boothby, Bob Anderson and myself, among others, DID work on that first reunion.

I was closest to Patti Page when the napkins started coming forward. The look on her face for about 15 milliseconds was sheer terror but she didn’t miss a beat.

Also, I was Decorations Chairman, among other things, on that first reunion. I ORDERED Red, White and Blue napkins and they were laid out (I think) but when Leslie and I walked into the Convention Center and saw those “puke” yellow, standard hotel napkins sitting there, I threw a fit. Too late. I was sitting front row, far right helping Charley Vanda direct the stars onto the stage in the proper order (sat in front of the 57th Wing CC) and it was only when the napkins began their “sea wave” toward us that I began to understand why the yellow napkins instead of my Red, White and Blue. Some POW beat me to the hotel staff!!!

What a reunion. It will be thoroughly covered in one of my books. . . . . .

Carole Thompson responds

Another fun thing that happened on the way to the reunion was the Braniff pilot knew he was flying a bunch of AF/Navy pilots so he got on the mike and told everyone he was going to fly the plane himself for awhile. Have no clue why he told us all that, but he shouldn’t have. As soon as he got the plane level, we all took off like charging bulls to the back of the plane and she nosed up. He neatly trimmed her back level and – you got it – everyone ran to the front of the plane. He got back on the mike and told us he gave up and was putting it on autopilot.

The poor hostesses tried to serve those little bottles of booze from the cart, but couldn’t do it fast enough to suit all of us; so a few of the guys helped by standing up by the cart, looking at the bottles and yelling, “Who wants scotch?”, (or rum or vodka or bourbon, depending on whatever bottle they had in their hand). They then tossed the bottle in the direction of the first “Here!” and proceeded to the next bottle until the cart was empty.

We kept all the empty bottles in the pillow cases and brought them back to Joyce Perrine’s home. (She is a KIA wife now, but was a MIA wife then, who went with us to the reunion.) We refilled the bottles, not always with the right booze, and had an Easter egg hunt in her backyard a few weeks later.

Loved reading what you have compiled. That all brings back great memories.

Would you like me to put something in the “Sweep” about you looking for people’s memories?

Mary Ellen Nabors

I had never heard of Foster Brooks before and was completely taken in by his pretending to be an Admiral (and a very drunk one). I was horrified that his aide and staff and all the officers there would let an admiral embarrass himself and the US Navy. I kept praying for someone to get him off the stage, and finally was so thankful and relieved to realize it was all an act; and then it was very funny.

I was honored to sit beside Lee Ellis, not only because he was one of the POW returning heroes that night, but because our daughter had worn his POW bracelet throughout his captivity.

The first bracelets were made by a Carol Bates, who worked for the Defense POW-Missing Persons Office. The bracelets came in various finishes, and on each bracelet was engraved, at a minimum, the name, rank, service, loss date, and country of loss of a missing man / POW from the Vietnam War. bracelets.)

Jerry Nabors

I remember very clearly an incident while standing in the registration line. I believe Sam Bakke was registering people at the time. A 3 star general in front of me was bitching about the cost (something like $30). A young Captain in line beside him with a few drinks in his belly told the guy registering him “just tell me how many zeros to put after the 3”.

It was a great night. It was topped off by Patti Page and the yellow napkins. We’ll never forget!

Joe Kittinger

The event was held at the Hilton. The first morning at the opening ceremonies everyone was assembled in the main auditorium. Alexander Haig, the ex Army general, Secretary of State, was the distinguished guest. He had the task of ringing the “Freedom Bell” for the first time, signaling that the POW’s were home. He just gave a light tap with the bell. A Captain in the first row, jumped up and shouted “Ring the God Dam Bell.” It shocked Haig, he wasn’t used to fighter pilots shouting at him. But fortunately, he quickly reacted and rang the bell, several times with vigor, much to the delight of the assembly.

At the banquet, that evening Pat Boone was the master of ceremonies. He started singing a song and a Captain in the first row, stood up and signaled Boone to come to him for a message. At first Boone ignored the Captain but finally he stopped singing and moved over to the edge of the stage where the Captain was waiting. The Captain whispered the message to Boone and Boone told the audience he did not know just what the message meant but he was asked to say “anybody that can’t tap dance is a queer.” With that 3,000 people stood up and tap danced; much to the delight of the entire audience.

Then the laughter died down and everyone was again seated. Boone again started to sing. With that the Captain again stood up and immediately Boone stopped singing and immediately walked up to the Captain at the edge of the stage. There was no delay this time. It was quite apparent that Boone was eagerly awaiting his next message. He leaned over and the Captain again gave him a message. Boone once again said that he didn’t know what the message meant but he said “Dead Bug” and with that 3,000 people pushed their chairs back and tumbled to the floor. The laughter lasted for several minutes. Finally, Boone started signing his song again, looking expectantly in the direction of the Captain for another show stopping message to the gaggle. It was a magic night that lasted until the sun came up. We were all very delighted to be there to celebrate the occasion.

Every fighter pilot in the Air Force, Navy, Marines and Army was there, including several Buff crews. It was a hell’va reunion. There were several fighter pilots widows in attendance that reminder all of us how lucky we were to be there to honor our fallen comrades, that were not as lucky as we were . S.H.

The first morning my good friend Robin Olds walked up to me and said “Kittinger, you let your fangs hang out too far.” He was referring to me getting shot down on my 483rd combat mission chasing a MiG over Hanoi. I shot down a MiG on 1 March 1972 and was looking to increase my score. Robin and I had several adult beverages during the two day event. My book ‘Come Up and Get me‘ will be released in May 2010 which has several exciting stories about flying and fighting in the F-4, my career in the Air Force and other assorted adventures. Check 6!

2017-01-20T19:03:15-07:00By |0 Comments

Vietnam War Military Aviation Links

If you know of any good websites or air war stories on the web that you think should be added to this list, tell us by sending us a link to the web page in the comment box at the end of the links.

Web Sites about F-4 Phantoms

USAF & Navy Aircraft Used in Vietnam

2019-05-25T07:32:15-07:00By |0 Comments

Thud Pilots Talk about Route Pack 6

Thunderchief pilots faced three formidable enemies over North Vietnam: antiaircraft guns, SA-2 surface-to-air missiles (SAMs), and MiG-17s and -21s. On a recent visit to the National Air and Space Museum retired Air Force Generals Spence “Sam” Armstrong and Michael Nelson recalled what it was like to face those enemies. During the Wild Weasel missions that Nelson describes, the F-105s deliberately tried to smoke out one of these threats. Once they were targeted by enemy radar used to guide SAMs to their airplanes, the F-105 pilots would fire missiles that homed on the enemy signals and destroyed the SAM site. Armstrong also describes one technique he used to escape MiGs: leading them to the “SAM ring.” Knowing the dangers of flying within reach of the SAM’s radar, the MiG pilots would break off their pursuit.

2012-04-07T15:34:04-07:00By |0 Comments

The Few, the Proud, the Marines

I love this video.  Makes me wish I had been a Marine.

2017-01-20T19:03:16-07:00By |0 Comments

General MacArthur’s Duty, Honor, Country Speech to the West Point Corps of Cadets

On May 12, 1962, Five Star U.S. Army General Douglas MacArthur accepted the Sylvanus Thayer Award and delivered a remarkable speech to the corps of cadets at the United States Military Academy at West Point, New York. Since 1958, the Association of Graduates of the United States Military Academy has presented the Sylvanus Thayer Award to an outstanding citizen of the United States whose service and accomplishments in the national interest exemplify personal devotion to the ideals expressed in the West Point motto, “Duty, Honor, Country.”

General MacArthur’s speech ranks with President Lincoln’s Gettysburg Address as the most moving and greatest public speeches ever given. The entire text of the speech appears below, but I highly recommend that you listen to the audio of General MacArthur’s actual speech.  After you hear the General’s actual speech reread the text of the speech to get the full impact of the spoken words. MacArthur was 82 years old when he gave the speech. He spoke without notes for 34 minutes from the “poop deck” in front of the 2,100+ cadets.

This speech by one of our country’s greatest military leaders (see below after the end of the speech text for a short list of the incredible accomplishments of the MacArthur family) is timeless and as important today as it was in 1962. Many Americans have devoted their lives to following the ideals of “duty, honor and country,” and too many have made the ultimate sacrifice so that the United States may enjoy freedom and prosperity.

Duty Honor Country

General Westmoreland, General Groves, distinguished guests, and gentlemen of the Corps. As I was leaving the hotel this morning, a doorman asked me, “Where are you bound for, General?” and when I replied, “West Point,” he remarked, “Beautiful place, have you ever been there before?”

No human being could fail to be deeply moved by such a tribute as this, coming from a profession I have served so long and a people I have loved so well. It fills me with an emotion I cannot express. But this award is not intended primarily for a personality, but to symbolize a great moral code — the code of conduct and chivalry of those who guard this beloved land of culture and ancient descent. That is the meaning of this medallion. For all eyes and for all time, it is an expression of the ethics of the American soldier. That I should be integrated in this way with so noble an ideal arouses a sense of pride and yet of humility which will be with me always.

“Duty,” “Honor,” “Country” — those three hallowed words reverently dictate what you want to be, what you can be, what you will be. They are your rallying point to build courage when courage seems to fail, to regain faith when there seems to be little cause for faith, to create hope when hope becomes forlorn. Unhappily, I possess neither that eloquence of diction, that poetry of imagination, nor that brilliance of metaphor to tell you all that they mean.

The unbelievers will say they are but words, but a slogan, but a flamboyant phrase. Every pedant, every demagogue, every cynic, every hypocrite, every troublemaker, and, I am sorry to say, some others of an entirely different character, will try to downgrade them even to the extent of mockery and ridicule.

But these are some of the things they do. They build your basic character. They mold you for your future roles as the custodians of the nation’s defense. They make you strong enough to know when you are weak, and brave enough to face yourself when you are afraid.

They teach you to be proud and unbending in honest failure, but humble and gentle in success; not to substitute words for action; not to seek the path of comfort, but to face the stress and spur of difficulty and challenge; to learn to stand up in the storm, but to have compassion on those who fall; to master yourself before you seek to master others; to have a heart that is clean, a goal that is high; to learn to laugh, yet never forget how to weep; to reach into the future, yet never neglect the past; to be serious, yet never take yourself too seriously; to be modest so that you will remember the simplicity of true greatness; the open mind of true wisdom, the meekness of true strength.

They give you a temperate will, a quality of imagination, a vigor of the emotions, a freshness of the deep springs of life, a temperamental predominance of courage over timidity, an appetite for adventure over love of ease. They create in your heart the sense of wonder, the unfailing hope of what next, and the joy and inspiration of life. They teach you in this way to be an officer and a gentleman.

And what sort of soldiers are those you are to lead? Are they reliable? Are they brave? Are they capable of victory?

Their story is known to all of you. It is the story of the American man at arms. My estimate of him was formed on the battlefields many, many years ago, and has never changed. I regarded him then, as I regard him now, as one of the world’s noblest figures; not only as one of the finest military characters, but also as one of the most stainless.

His name and fame are the birthright of every American citizen. In his youth and strength, his love and loyalty, he gave all that mortality can give. He needs no eulogy from me or from any other man. He has written his own history and written it in red on his enemy’s breast.

But when I think of his patience under adversity, of his courage under fire, and of his modesty in victory, I am filled with an emotion of admiration I cannot put into words. He belongs to history as furnishing one of the greatest examples of successful patriotism. He belongs to posterity as the instructor of future generations in the principles of liberty and freedom. He belongs to the present, to us, by his virtues and by his achievements.

In twenty campaigns, on a hundred battlefields, around a thousand campfires, I have witnessed that enduring fortitude, that patriotic self-abnegation, and that invincible determination which have carved his statue in the hearts of his people.

From one end of the world to the other, he has drained deep the chalice of courage. As I listened to those songs of the glee club, in memory’s eye I could see those staggering columns of the First World War, bending under soggy packs on many a weary march, from dripping dusk to drizzling dawn, slogging ankle deep through mire of shell-pocked roads; to form grimly for the attack, blue-lipped, covered with sludge and mud, chilled by the wind and rain, driving home to their objective, and for many, to the judgment seat of God.

I do not know the dignity of their birth, but I do know the glory of their death. They died unquestioning, uncomplaining, with faith in their hearts, and on their lips the hope that we would go on to victory. Always for them Duty, Honor, Country. Always their blood and sweat and tears as we sought the way and the truth and the light.

And twenty years after, on the other side of the globe, against the filth of dirty foxholes, the stench of ghostly trenches, the slime of dripping dugouts, those boiling suns of the relentless heat, those torrential rains of devastating storms, the loneliness and utter desolation of jungle trails, the bitterness of long separation of those they loved and cherished, the deadly pestilence of tropic disease, the horror of stricken areas of war.

Their resolute and determined defense, their swift and sure attack, their indomitable purpose, their complete and decisive victory — always victory, always through the bloody haze of their last reverberating shot, the vision of gaunt, ghastly men, reverently following your password of Duty, Honor, Country.

The code which those words perpetuate embraces the highest moral laws and will stand the test of any ethics or philosophies ever promulgated for the uplift of mankind. Its requirements are for the things that are right, and its restraints are from the things that are wrong. The soldier, above all other men, is required to practice the greatest act of religious training – sacrifice. In battle and in the face of danger and death, he discloses those divine attributes which his Maker gave when he created man in his own image. No physical courage and no brute instinct can take the place of the Divine help which alone can sustain him. However horrible the incidents of war may be, the soldier who is called upon to offer and to give his life for his country, is the noblest development of mankind.

You now face a new world, a world of change. The thrust into outer space of the satellite, spheres and missiles marked the beginning of another epoch in the long story of mankind – the chapter of the space age. In the five or more billions of years the scientists tell us it has taken to form the earth, in the three or more billion years of development of the human race, there has never been a greater, a more abrupt or staggering evolution. We deal now not with things of this world alone, but with the illimitable distances and as yet unfathomed mysteries of the universe. We are reaching out for a new and boundless frontier. We speak in strange terms: of harnessing the cosmic energy; of making winds and tides work for us; of creating unheard synthetic materials to supplement or even replace our old standard basics; of purifying sea water for our drink; of mining ocean floors for new fields of wealth and food; of disease preventatives to expand life into the hundred of years; of controlling the weather for a more equitable distribution of heat and cold, of rain and shine; of space ships to the moon; of the primary target in war, no longer limited to the armed forces of an enemy, but instead to include his civil populations; of ultimate conflict between a united human race and the sinister forces of some other planetary galaxy; of such dreams and fantasies as to make life the most exciting of all time.

And through all this welter of change and development your mission remains fixed, determined, inviolable. It is to win our wars. Everything else in your professional career is but corollary to this vital dedication. All other public purpose, all other public projects, all other public needs, great or small, will find others for their accomplishments; but you are the ones who are trained to fight.

Yours is the profession of arms, the will to win, the sure knowledge that in war there is no substitute for victory, that if you lose, the Nation will be destroyed, that the very obsession of your public service must be Duty, Honor, Country.

Others will debate the controversial issues, national and international, which divide men’s minds. But serene, calm, aloof, you stand as the Nation’s war guardians, as its lifeguards from the raging tides of international conflict, as its gladiators in the arena of battle. For a century and a half you have defended, guarded and protected its hallowed traditions of liberty and freedom, of right and justice.

Let civilian voices argue the merits or demerits of our processes of government. Whether our strength is being sapped by deficit financing indulged in too long, by federal paternalism grown too mighty, by power groups grown too arrogant, by politics grown too corrupt, by crime grown too rampant, by morals grown too low, by taxes grown too high, by extremists grown too violent; whether our personal liberties are as firm and complete as they should be.

These great national problems are not for your professional participation or military solution. Your guidepost stands out like a tenfold beacon in the night: Duty, Honor, Country.

You are the leaven which binds together the entire fabric of our national system of defense. From your ranks come the great captains who hold the Nation’s destiny in their hands the moment the war tocsin sounds.

The long gray line has never failed us. Were you to do so, a million ghosts in olive drab, in brown khaki, in blue and gray, would rise from their white crosses, thundering those magic words: Duty, Honor, Country.

This does not mean that you are warmongers. On the contrary, the soldier above all other people prays for peace, for he must suffer and bear the deepest wounds and scars of war. But always in our ears ring the ominous words of Plato, that wisest of all philosophers: “Only the dead have seen the end of war.”

The shadows are lengthening for me. The twilight is here. My days of old have vanished — tone and tints. They have gone glimmering through the dreams of things that were. Their memory is one of wondrous beauty, watered by tears and coaxed and caressed by the smiles of yesterday. I listen vainly, but with thirsty ear, for the witching melody of faint bugles blowing reveille, of far drums beating the long roll.

In my dreams I hear again the crash of guns, the rattle of musketry, the strange, mournful mutter of the battlefield. But in the evening of my memory always I come back to West Point. Always there echoes and re-echoes: Duty, Honor, Country.

Today marks my final roll call with you. But I want you to know that when I cross the river, my last conscious thoughts will be of the Corps, and the Corps, and the Corps.

I bid you farewell.

Read what some former West Point cadets remember of that day in May when the General gave the speech.

MacArthur Family Accomplishments

  •  1862 Arthur MacArthur Jr. (Douglas MacArthur’s father) commissioned a 2nd Lt. in the Union Army
  • 1863 Arthur MacArthur Jr. wins the Congressional Medal of Honor
  • 1864 Arthur MacArthur Jr. at age 19 becomes the youngest full Colonel in the Union Army
  • 1870 Arthur MacArthur Sr. (Douglas MacArthur’s grandfather) appointed federal judge by President Grant
  • 1898 General Arthur MacArthur Jr. fights in the Spanish American War
  • 1900 Arthur MacArthur Jr. becomes military governor of the Philippines
  • 1903 Douglas MacArthur graduates first in his class at West Point with an overall average surpassed only by Robert E. Lee.
  • 1906 Douglas MacArthur appointed an aid to President Roosevelt
  • 1914 Douglas MacArthur recommended for the Congressional Medal of Honor for spying behind enemy lines in Vera Cruz, Mexico, during a time when the U.S. and Mexico contemplated war
  • 1918 Commanding the Rainbow Division of the U.S. Army in France during World War I, Douglas MacArthur becomes a Brigadier General and is awarded nine medals for heroism
  • 1919 Douglas MacArthur becomes superintendent of West Point
  • 1925 Douglas MacArthur serves on the court martial of Billy Mitchell
  • 1930 Douglas MacArthur appointed Chief of Staff of the U.S. Army
  • 1936 Douglas MacArthur becomes Field Marshall of the Philippines
  • 1937 Douglas MacArthur retires from the Army
  • 1941 President Roosevelt recalls Douglas MacArthur from retirement to active duty as commander of the U.S. Far East Command
  • 1942 Congress awards Douglas MacArthur the Medal of Honor for his leadership of U.S. forces on Bataan and Corregidor
  • 1944 Douglas MacArthur becomes a five star general
  • 1945 Douglas MacArthur accepts the surrender of Japan and signs the articles of surrender for the U.S. at a ceremony held on the U.S. Missouri battleship
  • 1946 As the Supreme Commander Allied Powers, Douglas MacArthur began his five year rule of 83 million Japanese and writes the Japanese constitution modeled after the U.S. constitution
  • 1950 United Nations appoints Douglas MacArthur its first U.N. commander to direct U.N. forces in the Korean War
  • 1950 Despite many who advised against it, Douglas MacArthur plans and executes his greatest military victory, the invasion of U.N. forces at Inchon at a time when the North Korean army occupied all of South Korea except a small pocket of land on the southern tip of the peninsula. The invasion snatched victory from the jaws of defeat cutting off supplies to the North Korean army in all of South Korea, which allowed the U.N. to recapture the entire country.
  • 1951 Douglas MacArthur retires again from the Army
  • 1964 Douglas MacArthur advises President Johnson to stay out of Vietnam.

MacArthur Video

The following 28 minute video was made by the U.S. Army about the life and military career of General MacArthur.  It is narrated by CBS newsman Walter Cronkite.

To learn more about General Douglas MacArthur

2017-10-08T11:05:12-07:00By |3 Comments
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