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Seabat over Illinois

Here we see a Sikorsky S-58JT, registry# N4247V, owned by aviation firm Midwest Truxton in Cook County, Illinois.

(Photos: Deerfield PD, Illinois)

The airframe, SN 58-1547, was ordered as a U.S. Navy HSS-1N Seabat, BuNo 150754 (MSN 58-1547) in 1962 but was instead completed to CH-34C standard for West German Army (Heer), where she served as QB+483, then QW+404, and finally 8070 for the next two decades of the Cold War.

Sold on the civilian market in 1983, she first flew as N83829, then OB-T-1008, then N4247V, her current number, still going strong after 56 years.

For the record, the U.S. Navy got out of the Seabat/UH-34 business in 1973, while on the way out of Vietnam.

(Photos: Deerfield PD, Illinois)

Of triple tails and bugeyes

Here we see the sole type of only fixed-wing aircraft ever built specifically for the U.S. Army since the Air Force was carved away to form a separate service in 1947– the humble Grumman OV-1 Mohawk, a dedicated observation, intelligence and tactical surveillance aircraft that could double in light attack roles in a pinch, replacing the old WWII-era Cessna O-1 Bird Dog “Grasshoppers” used to correct fire for field artillery units and scout just over the front line.

First flying in 1959, they were used in Vietnam and by the 1970s increasingly saw service in Army National Guard units, continuing to put in solid work right into Desert Storm.

This 70s Photo of Oregon’s Army National Guard OV-1s from the 1042nd Aviation Company in Salem flying past Mt. Hood.

Mohawk #926 flown by Curt Degner “SCAN 23” (top) leading a formation of Mohawks. The 2nd (middle) OV-1 is flown by Stephen Hammons “SCAN 21” and the 3rd (lower) OV-1 is flown by George Burns “SCAN 09” as they pass by Mt. Hood. You can just barely make out “926” on the tail of the lead Mohawk.

From a 1996 piece at Air & Space:

“It’s an unsung hero,” says Russ Wygal, a pilot with the Army’s 224th Military Intelligence Battalion at Hunter Army Airfield in Savannah, Georgia, the last stateside unit to fly the Mohawk. Wygal says that when he tells people he flew an OV-1, they often confuse it with the North American OV-10 Bronco, a twin turboprop developed specifically for counter-insurgency campaigns like the Vietnam war. “Then I have to describe what it looks like,” he says. “It’s not like an F-14 Tomcat, where everybody goes, ‘Ooo, aah, Top Gun.’”

As for Mohawk #926 in the above photo, there is a group of guys in Oregon trying to restore her.

Scooter’s HIPEG, from the man who brought you the Spruce Goose!

Here we see what was then dubbed the Mark 11, 20mm Aircraft Gun, in the Mark 1 POD, attached to the centerline bomb rack of a Douglas A4D-2 Skyhawk aircraft, April 14, 1958. The system was known in development by Hughes as the HIPEG.

330-PS-8882 (USN 710123)

330-PS-8882 (USN 710122)

Master Caption:

“The U.S. Navy today unveiled a new pod-mounted weapon, a 20mm aircraft gun capable of firing 4,000 rounds per minute. This gun, called the Mark 11, was shown to Naval Aviators and representatives of the press at the Third Annual Naval Air Weapons Meet, held at the U.S. Naval Auxiliary Air Station, El Centro, California. This new weapon, which will offer a significant contribution to Naval Air Attack Capability, is carried and fired in an external pod which is fitted to the bomb rack of carrier-based aircraft. Its primary application is in an air-to-ground attack, where its controlled variable rate of fire makes it extremely effective. Ease of rearming, replacement of the gun, and maintenance are notable features which add to the practicability of the gun. Rear Admiral Paul D. Stroop, Chief of the Bureau of Ordnance, indicated that with the Mark 11 gun and POD meeting the firepower requirements of future attack aircraft, there will be a gain in aircraft structural simplicity since there would be no need for internal fixed guns. Mr. Frank Markquaret, a Naval Ordnance Engineer in the Bureau of Ordnance, conceived the Mark 11 gun and POD. It was developed for the U.S. Navy by Flier Industrialist, Howard Hughes. The Mark 11 is presently undergoing an evaluation at the Naval Aviation Ordnance Test Station, Chincoteague, Virginia, and is expected to be operational in 1959.”

According to a May 1962 report, 17 test pods cycled 16,000 rounds of 20mm ammo with a total of 29 stoppages or about 550-rounds on average between stoppages.

As reported by Popular Mechanics in 1963, three such pods could be added to a Navy jet to triple its gunfire available to somewhere around 12,000 rounds of 20mm per minute. It should be noted that at the time the A-4 mounted two Colt Mk 12 cannons (U.S.-made Hispano HS 404s), one in each wing root, with 100 rounds per gun.

Adopted as the Mk 4 Mod 0, some 1,200 of these pods were produced and served on Navy and Marine A-4s, F-4, and the OV-10 Bronco, primarily seeing active service in Vietnam for close air support missions.

When you are flying a Cessna 170 at bug-top level in Southeast Asia, fire suppression is relative

Two M3 grease gun smg submachine guns mounted to a Cessna O-1 Bird Dog for suppressing fire Vietnam:

(Source: oftheirownaccord.com)

Bonnie Dick on the scene, 49 years ago today

In a special Warship Wednesday, here we see the (then) 25-year-old Essex-class aircraft carrier USS Bon Homme Richard (CVA-31) underway in the Gulf of Tonkin on 13 June 1969 during her fifth cruise to support operations from Yankee Station off the Vietnam coast. Note the F-8J Crusaders, A-4E/F Skyhawks and distinctive Grumman E-1B Tracer AEW “Stoof with a Roof” aircraft of Carrier Air Wing 5 on deck.

Commissioned in late 1944, “Bonnie Dick” was the first ship in the modern Navy to commemorate the name of John Paul Jones’ famous Revolutionary War frigate– and she got in enough licks in during WWII to earn one battlestar.

Her WWII cruise

She was much more active in Korea, carrying the F9F Panthers and AD-4 Skyraiders of first Carrier Air Group 102 (CVG-102) then CVG-7.

Stretched and given the SCB-125 overhaul in the mid-1950s, BHR was in the thick of the air war off Vietnam from 1964 onward.

USS Bon Homme Richard (CVA-31) with her crew spelling out Hello San Diego, while en route to San Diego on 9 February 1963. She returned to San Diego, her home port, on 11 February, following a Western Pacific cruise that had begun seven months earlier, on 12 July 1962. Aircraft on her flight deck include three E-1, 11 F-8, six F-3, 13 A-4 and nine A-1 types. Official U.S. Navy Photograph, from the collections of the Naval History and Heritage Command. Catalog #: NH 97343

Completing her sixth and last deployment to Yankee Station on 12 November 1970 (again with CVW-5), she was decommissioned the next year and, after spending 21 years on red lead row as a source for potential spare parts for the similarly laid-up but slightly younger USS Oriskany (which the Navy saw as a mobilization asset through the Reagan years), she was scrapped in 1992.

However, her name lives on in LHD-6, a Wasp-class amphibious assault ship of about the same size, commissioned in 1998.

USS Bonhomme Richard (LHD-6) Underway in the Gulf of Mexico during builder’s sea trials, circa early 1998 NH 107664-KN

As for CVW-5, they have been flying as of late from USS Ronald Reagan and, when not aboard, cool their heels at Atsugi and Iwakuni, though the Crusaders, Skyhawks, and Tracers have long ago been traded for Hornets, Growlers, and Hawkeyes.

Memorial Day is not about amazing deals on mattresses and home furnishings

The Army’s 7th Engineer Dive Detachment on a recent recovery mission they conducted in support of the Defense POW/MIA Accounting Agency off the coast of Nha Trang, Vietnam.

From The Army:

NHA TRANG, Vietnam — Full of sediment from the bottom of the sea, a gray metal basket slowly rose out of the turquoise water. While it appeared to only contain muck, it offered hope to the U.S. military divers waiting to inspect its contents.

The divers — mainly from the Army’s 7th Engineer Dive Detachment — were archaeologists of sorts. As they sifted through the mud the consistency of wet cement, the divers searched for personal effects or aircraft wreckage to prove they were on the right path.

The ultimate discovery, though, would be the remains of the six Soldiers who went missing after their Chinook helicopter crashed off the coast here during the Vietnam War.

Each year, the Defense POW/MIA Accounting Agency oversees more than 70 joint missions around the world in search of the remains of American service members at former combat zones. In Vietnam, there are still over 1,200 service members who have not yet been found.

Some of those operations are underwater recovery missions, which rely heavily on the Army’s small diving force.

“Everybody in the military signs up to go to war. We fight the nation’s battles. That’s what we do,” said Sgt. 1st Class Christopher Kratsas, the agency’s only master diver. “But I know if I ever got killed in battle somewhere, I would want my remains brought home to my family and I know they would want the same.”

ZERO VISIBILITY

As the most senior diver on the recent 45-day mission near Nha Trang in southern Vietnam, Kratsas helped ensure the safety of the divers who plunged 80 feet into the dark waters.

Depending on the weather, four two-man teams from the dive detachment spent about an hour each day on the sea floor. While hidden beneath the waves, they used 8-inch vacuum systems to dredge sediment within specified grids of the archaeological site.

At times, the divers stood on the sea floor buried in thick silt up to their shoulders. Divers sucked out the silt until they reached the hard-packed seabed, where pieces of the helicopter had been resting for decades.

The next day, much of the silt had to be dredged out again due to the sea currents that brought in more.

The painstaking efforts of these underwater missions, especially in the murky waters off the coast of Vietnam, are repeated daily in hopes to reunite those lost in war with their loved ones.

“We do exactly what the land team does,” said Kratsas, 46, of Lordstown, Ohio. “We dig a hole in the earth, we put it in a bucket and we screen it. The same exact process that they do, except ours is at 80 feet and we can’t see it.”

Side-scan sonar and magnetometer work helps pinpoint metal objects on the sea floor to better focus diving operations. But sites can often cover a vast area, particularly if an aircraft or ship has broken into pieces.

A site’s depth can also limit how long a diver can safely stay under the water. At 80 feet below, the Army divers only had 55 minutes to work during each dive. Once back on the floating barge, they were rushed into a pressurized chamber to ward off chances of a decompression illness by gradually returning them to normal air pressure.

“Bottom time is definitely a premium,” said Spc. Lamar Fidel, a diver with the detachment, which falls under the 8th Theater Sustainment Command in Hawaii. “That’s where we make our money.”

In a previous mission, Fidel said they were able to dive for about six hours at a time. That site, which was in search of two pilots from an F-4 Phantom fighter jet that crashed in the Gulf of Tonkin near northern Vietnam, was only about 20 feet deep.

It was also Fidel’s most memorable diving mission so far.

For 14 years, he said, the agency had gone to the site unable to recover any human remains. Then last year, using the work of past missions, his team discovered a bone that led to the identification of one of the missing pilots.

“As soon as you see that, that hits you right in the heart,” said Fidel, 28, of Atlanta. “It makes you realize what you did … wasn’t all for nothing.”

EXCLUSIVE GROUP

While DPAA depends on Army divers for many of its missions, there are only about 150 of them across the service.

The small, elite career field has a high failure rate of roughly 60 to 80 percent for those training to become a diver. Much of the reasoning behind the tough entry course is that lives are always at stake during missions.

“Every time we get in the water, you have a chance of having a diving-related casualty,” said Staff Sgt. Les Schiltz, a diving supervisor assigned to the agency.

The deeper a person dives, the more at risk they are to suffer from a decompression illness. The two main problems divers face are decompression sickness, or the “bends,” and an arterial gas embolism. While the “bends” results from bubbles growing in tissue and causing local damage, the latter can have bubbles travel through the arteries and block blood flow. It can eventually lead to death.

Divers also need to watch out for sharks, jellyfish and other dangerous marine life.

“There are a lot of things in the water that can hurt you,” Schiltz said. “You plan accordingly, you look ahead to where you’re going to be, and you try to mitigate all those risks as much as you can.”

The thrill of diving often outweighs the dangers for many of the Soldiers. When under the water, Schiltz, 28, of Vernal, Utah, says it is like being in a different world.

“It’s probably the same reason someone will explain to you why they skydive or why they snowboard off cliffs,” he said. “There’s always a danger to it and that just makes it even better.”

Army divers are tasked to do a variety of missions that can have them repairing ships and ports or conducting underwater surveys. For many divers, though, the recovery missions have the most impact on them.

“It takes you to a more emotional point in your life,” Schiltz said.

While every diver wants to be the one who discovers the remains of a service member, the master diver describes the somber event as a shared win whenever it happens.

“Everybody’s out here to do one job and just because you happen to be the one diver on the job when you find something, it’s not you that found it,” Kratsas said. “It was a team effort.”

When not diving, Soldiers have several side jobs to keep operations afloat. They monitor oxygen levels and depth of fellow divers or serve as back-up divers to assist in an emergency. They also tend to umbilical cords that connect divers to the barge or help run a water pump for the suction hose.

When a basket is brought up to the barge, they all scoop out the sediment into buckets and screen it.

Some divers are surprised by the condition of some items pulled from the water. Even if items are buried at sea for a long time, salt water can sometimes preserve them better than at land sites where the acidity of soil breaks them down faster.

“A lot of times the wreckage is in such good condition, you can still read serial numbers,” said Capt. Ezra Swanson, who served as the team leader for the recent mission.

Pieces of an aircraft can also put things into perspective for the divers when they hold them in their hands.

“The last time someone was with that, it was the aircrew when they were going down,” said Swanson, 30, of Fond du Lac, Wisconsin. “It’s like a connection between you and that crew.”

ARCHAEOLOGICAL SITE

Decades of sediment often buries human remains in an underwater tomb. To unearth them, dig sites are properly logged with historical data from previous missions.

Dive teams may pick up where they left off before or continue another team’s work at a site. An underwater archaeologist will direct a team where to dredge using grids, typically 2 by 4 meters wide, which are marked off on the seabed.

Similar to the guessing game of “Battleship,” if a certain grid has a successful hit with evidence being dredged up from it, divers will concentrate on nearby grids.

Even one fragment, such as a bone or tooth, could solve a case if it can be identified by laboratory staff back at the DPAA headquarters on Joint Base Pearl Harbor-Hickam, Hawaii.

“Sometimes you only find small fragments, but with today’s technology and with DNA [testing], we can still get a lot of information even from tiny little bits,” said Piotr Bojakowski, an underwater archaeologist with the agency.

Personal effects, such as rings, wallets or dog tags, can also produce a strong case for identification.

Since the recovery process can be slow and methodical, Bojakowski will remind divers to stay patient to ensure no evidence is overlooked.

“Take your time, don’t rush the process,” he tells them. “It’s more important that you do screening properly and find this small piece than to rush it through. Because once you lose it, we will never find it again.”

If years of careful research do not provide clues of human remains at a site, the agency may be forced to redirect efforts elsewhere.

“It’s a difficult, difficult decision to make,” Bojakowski said. “The ideal situation is to find the remains and material evidence. But providing an answer that the remains are not at the site is also an answer to some degree. Sometimes that’s the only answer we can get.”

Despite the long, hot days that had baskets come up empty during their recent mission, the Soldiers still kept at it for weeks. And when the time comes again, they will likely return to the same spot to do the same work.

To them, the mission is bigger than themselves.

“They know the cost and the sacrifice and have a very high appreciation for the guys who lost their lives,” said Swanson, the team leader. “They’re willing to push through the challenges and make sure they do everything they can to bring those guys home.”

We’ve about had enough of this…

While armored vehicles were not often the focus of the Vietnam conflict, full-sized main battle tanks did get a chance to do more than guard gates on occasion.

Such as a sharp engagement some 50 years ago today.

This painting shows 4 Australian Centurions of C Squadron, 1st Armoured Regiment in Bien Hoa Province, South Vietnam 26 May 1968. The tanks let out to clear some NVA bunkers situated around the base from whence attacks were being staged on the Aussie’s base.

The battles of Fire Support Base Coral and Balmoral, during the Tet Offensive, are stuff of legend in the Australian Army.

An armored troop made up from the 1st Armoured Regiment (1 Armd Regt) was deployed on active service to South Vietnam in May 1965 and, through several rotations supported by the regiment, remained in country until withdrawn from Vietnam in September 1971. In that time, 58 Centurions had served in Southeast Asia with 42 damaged in battle– six were beyond repair. Two crewmen had been killed in action.

The regiment is still around, and today is the only armored unit in the Australian Army to be equipped with the M1A1 Abrams.

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