July - Vietnam War Memoir

July 2009
LOGBOOK
OFFICIAL PUBLICATION OF THE ARMY OTTER-CARIBOU ASSOCIATION
Beautiful photo of Otter 81691 at Dong Ha, RVN - 1966 courtesy of Al Inglima, USAF
Happy Birthday America!
IN THIS ISSUE:
Also
CARIBOU CASE STUDIES - Arthur E. Dewey - A Continuing Series
Friday Morning at the Pentagon - Joseph L. Galloway
Helping a Prisoner Escape - Paul Stansel
Sky Soldier (Last in Series) - Floyd Burks
But For the Grace of God - Terry Hamby
C-7A Caribou Assoc. Reunion Report - Wayne Buser
18th Utility Avn. Co. Submitted by Russ Edwards
Old Eddie - Submitted by Jack Lewis
Special Delivery - Submitted by Terry Love
Ferry Mission - Bill Hooks and Ernest Smart
Broken Caribous - Paul Stansel
Milk Run - Bill Upton
Plus: Caribou Chronicles, Otter Odds & Ends, Military Mish Mash, E-mail, Who’s Under the Weather. All this
and much, much more. . .
Logbook Now Available on Line - Go to www.otter-caribou.org
P.O. Box 55284 - St. Petersburg, FL 33732-5284
1-727-578-9540
Logboo
k
July 2009 Volume XXV Number 2
Published three times a year
Publisher - Bruce D. Silvey
Editor - William R. (Bill) Upton
The Logbook is the official publication of the Army Otter-Caribou Association,
Inc., P.O. Box 55284, St. Petersburg, FL 33732-5284, a not for profit organization, IRS ID 58-1663032, granted 4/26/90. © 2009 Army Otter-Caribou Association, Inc. All Rights reserved. Not for profit military or veterans organizations
may reproduce items providing credit is given to the author and the Logbook,
Army Otter-Caribou Association, Inc.
FROM THE PRESIDENT
Association Officers and Directors
President
Perry T. Brasuell
Vice President
Earl B. Burley
Vice President
Secretary
Kenneth W. LaGrandeur
1st
2nd
John T. Stanfield
Treasurer
Dennis A. Toaspern
Parliamentarian
Donald S. Seymour
Historian
Wayne Buser
Scholarships
Julian T. Caraballo
Chaplain
Edward E. Shuster
Legal
Recruiting
It’s hard to believe the year is over. I have to say that I have
mixed feelings about it and feel some sadness because serving as
AOCA president has been an important part of my life.
Our group is like a family and though I know I will see many
of you at future reunions, ending my term on the Board of Directors is a bit like moving away from home.
I’d like to thank Bruce Silvey, Bill Upton, and all the other
board members and committee chairs for performing above and
beyond the call of duty while making my year as AOCA president
both productive and memorable. I look forward to seeing you all
in Minnesota or at a future reunion. Thanks again. Perry Brausell
Kenneth S. Womack
Floyd T. Burks
Reunions
Donald R. Jordan
Information
William R. Upton
Executive Vice President
Bruce D. Silvey
Immediate Past President
David W. Benoit
Please tell us if you’ve moved, changed your e-mail, gotten lost or
recently found so we can update your membership roster information.
Call EVP Bruce Silvey at 1-727-578-9540 e-mail him at
[email protected] or write him at P.O. Box 55284, St. Petersburg,
FL 33732-5284. Roster copies available on request.
Visit AOCA’s website at: http://www.otter-caribou.org/
Want to see your name in print? If so, please send your anecdotal,
amusing, audacious, historical, and/or hysterical Otter, Caribou, or
Neptune tale(s) (photos encouraged) to: Bill Upton, 3240 Gulf of
Mexico Dr. #604, Longboat Key, FL 34228 - 941-387-3806
Email: [email protected]
ARMY COMPUTER
First General: “The US Army has succeeded in building a computer able to solve any strategic or tactical
problem. Give it a try.”
Second General: “Okay.” So he types, “A deployed
infantry company finds itself outnumbered by the enemy 10 to 1, running desperately low of ammunition, very
little water and only two days of rations remaining. Air
support has been called off because of poor weather
and reinforcements and resupply will take three days.
Do we attack or retreat”
The computer hums and grinds, whirs and pops for
an hour and then comes up with the answer: "Yes."
The generals look at each other, bewildered. Finally
one of them submits a second request to the computer:
"Yes what?"
Instantly the computer responded: "YES SIR!"
Give it a try. . .
*
*
*
Page 1
EXECUTIVE VICE PRESIDENT
REPORT
Ongoing reunion sites have not yet been
selected. We plan to discuss future reunions at board of directors meeting in
Rochester to determine our future course
for reunion planning.
GARY L. NYBERG - Nancy
1009 S. Vine Ave.
Park Ridge, IL 60068
847-698-3540
[email protected]
92nd Avn Co
NEW MEMBERS
BUDDY O. BAIN, JR - Patrica
P. O. BOX 214
Alexandria, TN 37012
615-529-2749
[email protected]
138th TC Det: 65-66
On the line at Ft Benning during the 11th Air
Assault Div test days - at one time there were 80 WILLIAM E. BLACK - Joyce
Caribou on the ramp.
1210 Broadmoor Rd
MEMBERSHIP STATUS Currently we
stand at 778 - about the same as last year at
this time. Floyd Burks has been working
overtime looking for those who may still
not have heard about the association. The
list of new members tells us of his success.
Well Done - Floyd!
Jonesboro, AR 72401
870-972-6881
339th Trans Co: 61-63
MICHAEL BLANCE
163 Fernberg Road
Ely, MN 55731
239-292-7904
[email protected]
ROSTER If you need a copy of the roster 134th Avn Co: 65-66
let me know and will send one - the best,
easiest and fastest way is by email - most CHRISTOPHER E. BOLLES
are looking for someone specific -am glad 119 S. Haven Ct.
to provide what information that I have.
Macon, GA 31210
478-254-6677
OUR WEB SITE www.otter-caribou.org [email protected]
has PDF files of the latest reunion informa- Sr Army Adv AK Nat’l Grd: 78-79
tion to include the Registration Form
SCHOLARSHIP PROGRAM Applications closed for this year on the first of May
and a committee is due to meet later in the
summer. Our funds status is good and we
are now able to support three full $1000
scholarships dedicated for an AOCA applicant. We will have more on this at the
annual meeting and in the November Logbook.
SALVADOR CIMINO
8420 Cimino Estates Dr.
Odessa, FL 33556
813-920-6855
[email protected]
Avionic Tech
LEONARD B. CRAIN
540 7th Ave.
Thomaston, AL 36783
334-627-3802
REUNIONS - HERE’S THE LATEST [email protected]
1st Avn. Co.
ROCHESTER, MN - AUG 26 -30 Reunion information packets have been NORMAN H. MILLER - Betty
mailed and is available at:
11216 Pflumm Road
www.otter-caribou.org
Shawnee Mission, KS
913-327-7295
If you still don’t have the information - call [email protected]
1-727-578-9540 or email [email protected]. 521 Avn, 30th TOPO, IAGS Panama
and we will get it to you.
REGINALD R. NELSON - Sharon
COLUMBUS, GA 2010 The details on 5044 Susanville Dr.
this event are coming together. A hotel has Brainerd, MN 56401
been selected and more information will be 218-829-4095
available in the November Logbook.
[email protected]
1st RR Avn. Co. 68-69
RON PRAMOV
27 Hope Corson Rd.
Seaville, NJ 08230
609-390-7734
[email protected]
92nd Avn. Co. 64-65
WALTER A. RATCLIFF - Jo
795 A Tramway Ln., NE
Albuquerque, NM 87122
505-856-6722
[email protected]
USAATB 62-63 - USAAMC 65-65
GERALD E. ROYALS - Lynn
370 Heritage Dr.
Gettysburg, PA 17325
717-337-3436
[email protected]
71st Trans Bn 59 - 528 TC 62-64 - 765th
TC Bn 66-67
LEONARD J. SHARP
101 Kentucky St.
Enterprise, AL 36330
334-347-3027
[email protected]
7th Spec Forces 62-64
JOE ST CLAIR
676 N 12th St. Apt. 11
Grover Beach, CA 93433
805-481-0472
[email protected]
61st Avn Co: 63-64
NEILS J. STAHR - Anne
786 Sunset Glenn Dr.
San Jose, CA 94123
408-629-8621
1st Avn. Co. 62-63
JEWEL W. WATKINS - Joyce
1206 Oak Grove
Mena, AR 71953
394-454-9479
516th ATC 1st Avn. Co. 63-65
RICHARD WESTPHAL - Grace
1558 Ames St.
Neenah, WI 54956
920-725-7389
[email protected]
61st Avn. Co. 63-64
Page 2
SPECIALTY ITEMS:
Looking for that special gift perhaps a shirt IT’S BEEN SEVEN YEARS NOW. . .
Information Director
or jacket with AOCA or wings logo?
Report
How about a Pocket Staff Shirt
w/embroidered wings in White or Khaki Seven years!
Jeez,
for $25.00?
where does that time
Or maybe an Imprinted T-shirt with col- go? It seems like just
ored logo in steel gray for just $12.00 or a yesterday that Bruce
Lady’s Cover-Up knee length T-shirt in Silvey called me and
said, “Bill, P.T. Smith
light blue w/colored logo for $18.00?
wants to retire for the
Maybe you’d prefer a Gentleman’s Jacket, third time so we need a
a Women’s Storm Jacket, a MicroFiber new PIO and, I thought
Windshirt, or a Long Sleeve Denim Shirt. about you. Will you do it?”
“Well,” I said, “Just what do I have to
Remember, you can select for your embroidered items either Crew Member or Avia- do and how much time will it take me?”
Bruce hesitated a bit before saying,
tor Wings. Call Natalie Mooradian-Hogan
“Not to worry. . . If P.T. Smith and Jimmy
or visit the website:
Moore can do it, you should have no probwww.the-corps-has.com
lem.”
So, I took him at his word, which is
Order: 574-842-3582
something I’m loath to do anymore. What
Fax: 509-461-0120
P.T. and Jimmy did, they made it seem so
easy. Trust me, it ain’t!
ASSOCIATION HATS
Anyhow, in spite of Bruce’s stretching
You can order one from me in BLACK or
KHAKI: Call 1-727-578-9540 or email it a bit, I have enjoyed being PIO and Logbook editor for all this time. And, Lord, the
[email protected]
stories I have the humble pleasure of reading before I put them into the magazine.
Some are funny, some tragic, some heroic,
and, importantly, most are self-revealing, a
personal quality I’ve come to admire in
AOCA members. You are all heroes of the
finest sort to me and I’m damned proud to
be associated with each and every one of
you.
Some Picture Postcard Fun
From Bill Upton’s Collection
All I have left to say is as long as you
keep those stories and photos coming in,
I’ll help to get them into print. Guys, thanks
for the opportunity to serve and work with
the single greatest Army bunch on the face
of the earth! Bill Upton
HAPPY 4TH OF JULY
Page 3
Well done by all. John really was a very
special person and I know everyone and
Bill, A super job. I know of no-other orga- especially his family,will miss him greatly.
nization's house organ that compares to the Tom Caraballo
excellence of your Logbook. When I become AOCA President, I would like, with
ON BATAAN REMEMBERED
your permission, to submit the Logbook to
the appropriate competition for this categoAs always I appreciate notice of the
ry of print media publications.
publication of the latest Otter-Caribou LogDespite your many flaws you have a book. The article on Bataan by Russ Edterrific talent. We are truly fortunate to wards I found interesting and I vividly
have your unselfish dedication to produc- recall as a kid in middle school again seeing
ing a perfect publication. A simple, but the son of one of our neighbors who sursincere thanks from me. Earl Burley
vived the Bataan Death March and when
Earl, Thank you for the kind words. It’s nice to released from captivity, with time in an
know I’m appreciated for something other than Army hospital, returned home to be with his
my “flaws. . .” Bill Upton, Ed.
family. He was mostly skin and bones and
never fully recovered from this experience
I just scrolled through the Logbook. and did not last too many years after his
Bruce and Bill have truly outdone them- release.
selves! What a superb issue !! And the
cover is just perfect -- nice tribute to John
We Get E-mail
and all our other recent fallen warriors.
Take care & let the healing begin. Marilyn
Weitzel
LIKED LOGBOOK
I downloaded the Logbook and it really
looks great! Print copy not required. Looking forward to reading all the stories.
Thanks. Mike Ryan
Just got my copy of your latest Logbook and it is super!!! Bruce Silvey and
Bill Upton could easily start a profitable
business publishing and editing Association members' memoirs in book form. (Just
let us know when your help in available!!)
A favorite Aunt recently gave me a
copy of her life memoirs, in which I was
mentioned, which she had published and I
was thoroughly stunned by how much it
cost her.
Keep on keeping on doing what you
do so – so it seems – so easily. Ken
Sullivan
Just received latest Logbook and great
as usual, but with you at the helm in the
Editorial department I've grown to expect
no less. Bill you do wonders straightening
out the messes I've sent in. That inset map
you inserted of the Bataan Death March
really added to it, thanks a million.
You and Bruce do great work and as a
reward, I'm working on another mess for
you to straighten out and make sense. Be
sending it shortly. Hope you can use it.
Take care. Russ Edwards
[email protected]
My first Field Artillery Battalion Commander was also a Bataan survivor. He was
a 2LT at the time and made it to the end
although he too suffered some serious medical problems in later years. He never spoke
much about his events in the death camp
and I can well understand this reluctance to
do so.
An interesting book about freeing the
death camp prisoners is entitled: Ghost Soldiers by Hampton Sides, Random House,
2001, detailing the story of the US Army
6th Ranger Bn’s mission to free the prisoners held near Cabanatuan, PI. Well worth
reading. I had heard that this might be made
into a movie but if so have seen no mention
of it. Bob Bowen
and retired as a LTCOL in 1980. After
retirement he worked for the TN veterans
office. I might be able to pick him out in
your photo if you can send me a high res.
Ordered your book from Borders looking forward to it. Matt seldom talks
about his experience in 'Nam. Ed Smith
[email protected]
CARIBOU MOVIE?
I have written a screenplay titled, MURDER ON THE FLY and have tried unsuccessfully to get the murder mystery movie
produced. I have made three trips to Hollywood to promote it as a movie.
MURDER ON THE FLY is the reunion
flight of Vietnam Caribou pilots around
Alaska in a caravan of small planes. Secrets
from the war threaten to sabotage their
vacation and turn it into an aerial war.
I am hoping that your association will
get behind my effort in making this a movie
through contacts or becoming producers of
it. The movie will be a reminder to the
American public of the courageous pilots
who flew in Vietnam.
Please email me if you are interested
and I will send a flyer about the movie in
pdf format. I need an actual email to send
an attached file.
I am author of the book LYRICAL AVIATORS: TRAVELING AMERICA'S AIRWAYS IN A SMALL PLANE. I am also a
sailplane pilot and my husband and I have
flown all over American in our Cessna.
I’ve contacted the association before
and your members were very helpful in
providing information about the war.
Thank you for your consideration. Sandra
McClinton
[email protected]
ABOUT “ATC FOR AIR ASSAULT II”
This from 11th AAD and 1st Air Cav contact, Griffin Dodge, a
frequent Logbook contributor.
While glancing through the Logbook, I
couldn't help but be attracted to an article
ATC for Air Assault II, by Paul Stansel.
Since I was on the terminal end of all those
Caribou flights from Fort Gordon, I
couldn't help but be attracted to it. I continue to be tremendously (impressed) at both
the organization and the skills of the individual flight crews even after nearly 45
years!
BOUGHT UPTON’S BOOK
I must confess to being a little bit disappointed
that the author omitted an item that
Bill, My father-in-law, James M. “Matt”
Bill Upton and Bruce Silvey did a great job Henderson was a pilot in your unit (57th was part of the 10th ATB's airlift effort, and
on the Logbook and the picture of John Avn. Co.) He completed three tours in Nam could even be considered as part of the air
traffic control operations. We had arranged
Houser and the comments were wonderful.
Page 4
for every flight coming out of Fort Gordon
to contact our (11th AAD Support Command call sign "sky watch") ops center and
advise us of the load on board the aircraft.
With that information, we, in the ops center
could direct the flight to deliver its load to
one of (usually three) forward operating
bases (remember those? – some panels and
emergency lights laid out on a 1500' recently mowed pasture with a airfield control
team and sometimes even a radar) or to our
location at the division base area. I will
forever remember those calls coming in
from a Caribou out there somewhere, and
being able to direct them to one of our log
sites. I also remember one night flying in a
med evac into one of those and seeing a
Caribou landing just behind one that was
taking off, then looking around to see a
whole sky full of little red and green lights.
It was a remarkable and very professional
performance by great aircrews and a bunch
of folks on the ground that got those Caribous in, unloaded, and sent off again.
A slight sequel: After we got to Vietnam, we attempted to re institute our "sky
watch" effort particularly during the Ia
Drang fight to see if we could move fuel
into the area. After several attempts, we did
get one lost C-130 to give us a call, but we
soon found that the local air transportation
system just wasn't interested in that sort of
interference in their operations. I also recall
that after Ia Drang, I attended, along with a
group from the 1st Air Cav, a gathering at
MACV to discuss the 1st Air Cav activities.
during that episode. I was most interested
to see how many of those receiving what
we had to say had been involved in one
form or another with the 11th AAD activities at Benning. I finally decided that our
best response should be: "No change from
Air Assault II!" So after being spoiled by
the 10th ATB and its outstanding performance in AAII, we discovered that the
USAF operated on a strict schedule which
could not react to immediate operational
requirements.
During the Ia Drang fight, we established a log base on the Pleiku airstrip. then
asked MACV to airlift fuel and other supplies to that location. And the AF did -landing its C-130s at "New Pleiku" some
10 miles away. And that was when we (then
CPT Joe Spencer along with a little help
from then BG Knowles) begged, borrowed
and STOLE every truck in the Pleiku area
to transship every 500 gal bag of fuel and a
bunch of ammo from "New Pleiku" to that
little Army airstrip. Oh well, that was all 45
years ago!
Thanks again for the note on the Log-
book and other info on the Otter Caribou assets including the PC-12 Pilatus, he said.
Association activities. A great group!! Grif-“If I need to carry six guys some place, I
fin Dodge Bruce comments - Griff hits on a key element don’t want to have to send a C-130,” Clem
in our dealing with the Air Force - here again we are asking said. “But, if I want six guys to land on an
for delivery into a field that could handle a C-130 but they
ended up landing 10 miles away at the more convenient field - unimproved strip the PC-12 is not the plane
putting combat lives in jeopardy - it didn't happen just once) to use.”
“AFSOC plans to receive the
ON JIM FLAUGH’S SCRAPBOOK
Skytrucks over the next couple years,” he
said. A twin engine high-wing strutted
I enjoyed Jim Flaugh’s photos in the monoplane, the Skytruck can carry 19 peoMarch 2009 Logbook. Jim and I flew Ot- ple in the back with a maximum take-off
ters together with the 18th out of Saigon in and landing weight on 16,534 pounds and a
early 1964. I remember helping get him to maximum cruise speed of 223 knots, acthe hospital when he had “dingy fever.”
cording to Skytruck Company’s Web site.
We had to carry him down the stairs “What it won’t carry is any intelligence,
from the Alfana Annex with his arms over surveillance and reconnaissance sensors,”
our shoulders. We thought he had malaria. Clem said. “The non-standard aviation is
Ed Bulgin
simply to haul people around. There is
nothing really cosmic about it at all,” he
GOT DD-214 ONLINE
said.
Based on information supplied by Bruce
P. T. SMITH AWARD
Silvey, I contacted vetrecs.archives.gov followed their instructions and received a
Thank you ever so much for the award.
copy of my DD-214 in the mail today. It I was greatly surprised to have been recogdoes work. Thank you much. Russ Ed- nized in such grand fashion!! It is a very
wards
nice award and I appreciate it very much.
Alice wanted me to frame it right away and
USAF M-28 SKY TRUCK
display it with my other awards.
Don't concern yourself with your mind
This sure looks like Caribou country to drifting away and allowing you to overlook
me. The Air Force is getting them. I wonder it. With ALL that you and Bruce do for the
if the Army is looking at them also. It sure AOCA I'm surprised if you ever get to a lot
would fit into the Army operations very of stuff. I hold you both in the highest eseasily. Terry Love
teem and wish you many years of health
and fun in whatever you undertake.
I can't even remember what the article
was about !! Alice wants me to find it and
frame it along with the award. Guess I'll
get busy looking !! Frank Jones
Will have to show me a landing on an
unimproved strip - fully loaded - and taking
off the same - maybe more than once. The
USAF was never very good at that. Also
noted that airplane is made in Poland, surely someone in the US makes something like
this - or can if asked. You can Google M28
Skytruck and gets lots of info. Bruce Silvey
Air Force Special Operations Command will receive its first of 10 M-28
Skytrucks — a light cargo and passenger
plane — in June.
The Skytruck will shuttle small groups
of special operators to areas with unimproved landing strips, said Col. JD Clem,
deputy director of plans, programs, requirements and assessments for AFSOC. It will
be based at Cannon Air Force Base, N.M.,
like AFSOC’s other non-standard aviation
Frank, in case you haven’t found it yet, your submission, Unbelievable But True, a humorous aside about
loading a Birddog onto a flatcar was published in the
July 2008 Logbook. Thanks for sending it in and
congratulations on the award. Bill Upton
Bill, Thanks a bunch for the award you
sent. Having been in several organizations
over the years, I note that the guys willing
to do the work, generally get to do it all. I
also note that you and a couple of others
have been on sick call recently and I hope
all is getting better now, this old age is not
etc. etc.etc.
In reviewing my article, I noticed an
omission that should be corrected because
the wording I used implied Wayne's association with the RVNAF pilots was not as it
really was. After that first trip to A Shau
and about the same time as the USAF radar
unit moved into Da Nang, I flew a lot of
trips with these same VN pilots that Wayne
had talked to. Apparently he hit the target,
Page 5
and they became his biggest fans, anywhere
I went, they asked me how he was doing
and to give him their regards. I assume he
met with them also. Again, Bill, thanks for
the award, stay safe and stay well. Tasman
Graham
Bill Upton went to a lot of extra effort
year. It was a special deal just for the 1st
Avn. Co Crewmen. It sounded pretty spe- to accomplish this 'small' task - as you can
cial to me so that's my story and I am note from the reference to the higher ranking individuals involved the job is rewarded
sticking with it.
I liked to have never found a "propeller with some well deserved remarks. Bruce
device" until many years later at a clothing Silvey
sale at Ft. Bragg. I wasn't awarded the "new
AOCA WEB INQUIRY
style" Army Aviation Aircraft Crewman DONNA BROCKMANN HONORED
badge until 1976 after graduating from HUI'm a former USAF C-7A pilot, was sta- 1 and OH-58 school while a member of the
But first, something to share with you
tioned a Phu Cat RVN 70-71. Just came NCNG. I never was awarded a Senior or all. So I'm driving on I-285 yesterday after
across your web page and thought I'd say Master Air Crewman badge.
school headed to a retirement meeting
hello. Recently spent some time at the Towhen I passed a truck with CRST printed in
ronto Air Museum - great place for old
LARGE, bold letters.
‘Bou and Otter pilots. My son-in-law is an
I recall Bill or Bruce mentioning the ole
Army aviator (RC-12s) and he is bringing
"CRS" Syndrome, (Can’t Remember Stuff)
Old Style
whatever, in one or more of his/their writme up to speed on Army aviation today.
Wings
ings. So then I think, does "CRST" stand
Tom Dawes [email protected]
for "'CRS' TRANSPORT"? and WHY
You probably know the USAF has an assowould you want to on or offload your prodciation of us old slow guys - www.Cucts using a company with this name?
7Acaribou.com I also spent a lot of time in
ANYway, I had a laugh remembering
a C-12 - in fact picking up the 5th producAnyway I think that it's a good idea to you all and passed around some endorphins
tion model at Wichita back in the 70's and recognize that there is a difference between in the ole body.
flying it to Athens, Greece - gad - even that enlisted crew members and real Army piwas a long time ago. We are thinking of lots. When I go to an AOCA reunion and
I know that many, perhaps, grow weaapproaching the Toronto Museum about see all of the nice shirts and hats, I don't buy ry of my messages to my young people at
having a reunion there but nothing in ear- any of them because they have master avia- times with all those photos attached, but I
nest yet. All the best. Bruce D. Silvey
tor wings on them. I don't feel comfortable suspect you truly recognize how much I
wearing those because I have not earned love my students and teaching them, at both
HOW ABOUT CREWCHIEF WINGS? them. I was however proud to be an Army school and TA (Tuskegee Airmen) ACE
Camp. Well, I guess my hard work has paid
Aviation Aircraft Crewman. Kim Flora
My first look at the Logbook cover, Kim, we made a decision long, long ago that we would off. Last week, at a two-day conference at
beautifully done, caused this thought to use the Master Aviator badge as the representative Callaway Gardens, I was awarded Teacher
badge for our major items - letterhead, logo, hat, etc enter my mind. . . Do you think we could or just for the management aspect of it all. The lady who Of the Year by the Georgia Association
should honor our former air crews service prepares and makes our association shirts, jackets For Gifted Children.
by using, where appropriate, in the Log- and those items is capable of putting 'crew wings' on
book and other association papers, crew- those items as they are all made on a special order
basis - you just have to ask. www.thecorpshas.com/ At
members wings?
least at one time she was able to do that. Bruce
AOCA’s
CARIBOU CASE STUDIES
Donna
Brockmannn
Gifted
Teacher
Of the
Year!
Bill and Bruce,
Well done! I shared the introduction to
the ACTIV Caribou Case Studies with LTG
(Ret) Ed Rowny, and LTG (Ret) Jack CushI don't mean to stress a division be- man - now my colleagues here at Knolltween the pilots and the other crew within wood. Gen Rowny sent me this note:
the association, but feel they deserve recog"Thank you very much for the account
nition by displaying their aviation wings. of the Caribou case studies. The summaries
I had been informed about three weeks
None of us would be here today were it not of the case studies are fascinating. The ago that I was selected for the honor, from
for their professionalism and close atten- technology which went into the plane was amongst five Georgia nominees, because
tion to detail!! GOD BLESS!! Ken Sullivan well ahead of its time and greatly benefited "they" wanted my husband to be present.
What I didn't know, and learned as all the
Army logistics." Ed Rowny
Well in my day, (the old days from the
photos were being snapped is that I'm being
Gen Cushman's reaction:
last century) my first crew chief badge
Priceless, Gene. Very rewarding to me. flown to the University Of Connecticut, for
resembled a "truck tire" with a "crew chief" Your comrades will enjoy it, as will I as two weeks in July, to study with Joseph
bar and a "propeller device."
further items come out. Thanks very much. Renzulli, the Father Of Gifted Ed. I first
We were told by our platoon sergeant, Jack Cushman
met Joe (some 25 years ago at this same
W.W. Smith, that we were awarded the "old
Thanks again for helping get out the conference) and his wife Sally Reis, who
style" Crewchief Badge because we were story, and for the great work both of you are was one of our fabulous keynote speakers
The “Outstanding Army Aviation Unit" that doing for AOCA. Gene Dewey
last week. The event is called "Confratute",
Page 6
http://www.gifted.uconn.edu/confratute/ . I
am really excited about this opportunity
and very honored and humbled by the
award. I certainly didn't expect anything: in
fact, I hadn't even planned on attending the
conference this year, as I just wanted to
finish out the school term teaching my
youngsters. But, WHAT A WAY TO GO.!
Donna Salyers Brockmann Donna, congratu-
From Neils Stahr’s Scrapbook
lations on a well-deserved award. Bill
Not sure you should be thinking about
retirement, Donna, you do too much good.
But, that notwithstanding, congratulations
on your being recognized for your efforts.
We are fortunate as an association to have
you as a member. Truly, all the best.
Bruce Silvey
Congratulations on winning the Teacher of the Year Award. From what I've seen
and heard of and from you, I know it was
well deserved. I also wish you well in retirement. About CRS "Can't Remember Stuff"
believe me, it doesn't get any better after
retirement. In fact the affliction often helps
many of us to have guilt-free days. (If you
can't remember it then you didn't do it! For
example: I forgot I was on a diet so it was
okay to have dessert.) Another thing about
CRS -- you end up with various friends
with names like "Pal", "Buddy", Hey, "Girl"
and so on ad nauseam. . . Good to hear from
you and you can expect to see your beautiful, smiling face in the next Logbook. If I
remember. . .damned CRS anyway! Bill
Upton
Caribous at
Korat, Thailand
Crew
Quarters
Vung Tau
TEN-YEAR PIN
Many thanks for the 10 year pin.
Seems like it was only yesterday that I
found you guys. Sure wish I could take
7080 for a spin as she looks so lonely in
front of the building. We flew her for most
of three years all over South East Asia and
she never let us down; we had one cracked
wing tip and a chip out of a prop thanks to
the new reverse props, one of which went
into full reverse at about 100' on takeoff the
first time we flew with them. Our thanks
were to MSGT Chess Beard who had his
fingers on the circuit breaker as we started
the takeoff roll. Jack Mayhew
CAN’T ATTEND REUNION
I’m sorry that I won’t be able to attend.
As one of your newest members, I was
hoping to be able to "Meet and Greet" some
of the "old" guys. I DID send my ballot to
Lewis Pipkin.
L. To R. Bossert, Miller, Butler, Stahr, Degieter
Page 7
Thanks for sending me the Logbooks
when I signed up. Very informative. Its is
ironic though, that two of my old-time
friends, John Houser - Dong Ba Thin &
Ray Bowers - 31st Transportation Co (H34) were in the same "Taps" section. Good
memories of both of them. BTW, several
mentions of flight classes. Mine was 55-D
(Yellow Hat). Thanks for the good work
you are doing for AOCA. Walt Ratcliff
Sorry to say that we will be unable to attend
this year. My diabetes and blood pressure
are running wild. The Dr's don't want me
too far away. Hopefully we will get everything under control and can make next year.
Sure will miss seeing every one. Give them
our best. Harold & Pat Grace
FROM A NEW MEMBER
I was with the 1st Avn Co for part of 1962
and 1963. We left Ft Benning, GA and
made camp in Korat, Thailand. We lived in
eight-man squad tents. One of the pictures
was taken from the air and is of our camp
with Caribou in front. We then moved to
VungTau, RVN. Neils J. Stahr
FROM ANOTHER NEW MEMBER
As part of the 71st Trans. Bn. at Ft.
Riley, KS in 1959 I helped activate the 18th
Avn. Co. and became qualified in the Otter.
I made ferry flights from DeHavilland to Ft.
Riley as well as several cross country missions.
In 1960-61, I frequently flew Otter
missions from the Canal Zone to South and
Central American countries as a member of
the US Army Caribbean Flight Detachment.
In 1962-64 as commander of the 528th TC
Co (AMS), I flew many missions and test
flights in Otters. Also in support of the
937th Engineer Aviation Co. (IAGS) with
Otters scattered throughout South and Central America. I usually flew Otters to their
project sites to repair other aircraft. At this
time Ed Freeman and Bruce Crandell were
members of the 937th; both flew Otters and
subsequently were awarded the CMH for
their bravery in RVN while members of the
1st Air Cav.
In 1965 while assigned to Bell Helicopter in Hurst, TX, the 4th Armored asked me
to transition Texas reservists into the Otter
which I did. In 1966-67 in RVN I was
assigned to the 765th TC Bn and 56th TC
Co (ADS) where I test flew Otters. In 1970
in RVN I was Bn. Cmdr. of the 765 TC Bn
and was the only Otter qualified pilot in the
Bn., so once again I test flew the Otter. All
in all I probably have over 1,000 hours in Veterans Benefits Act of 2003. Sec. 12: Extenthe old, low, slow, reliable, wonderful OT- sion of spina bifida benefits for children of Vietnam-Era veterans states:
TER. Gerry Royals
"The parent of the child must have [email protected]
GOLDEN KNIGHTS
http://www.usarec.army.mil/hq/goldenknights/
The above link has familiar objects.
Can you spot the Caribou and the Otter in
the video? One of my most memorable
times I ever had flying the Caribou was
back in 1962 when Jim Davis and I flew the
Army parachute team out to Arizona and
spent a month flying them for record jumps.
Jim Piggott was our CC. Don Ancelin
I was on the XVIII Abn Corps Avn
staff in the mid-60s and flew the Golden
Knights in the Otter on weekends to get my
minimums. We loaded them up and
climbed to altitude and as soon as they
jumped we would descend as fast as we
could and pick up another load. It took us
as long to descend as it did to climb! Frank
Jones
KOREA & AGENT ORANGE
By Ted Sypko
VFW Service Officer
formed active military, naval or air service beginning Sept. 1, 1967, and ending Aug. 31, 1971,
in the Republic of Korea in the area between the
south line of the Demilitarized Zone and a line
five miles south of the Civilian Control Line
established with respect to the DMZ. The child
would be eligible only if the individual was
conceived after the parent performed such service."
For those who will benefit from compensation, these are landmark actions.
"VFW is to be commended for doggedly
pursuing this issue for so many years," said C.
David Benbow, a Korea DMZ veteran of 196869 and activist. "Through its magazine and National Veterans Service, the organization has
clearly taken the lead in making presumptive
compensation for Korea DMZ vets a priority.
VFW should be proud of its educational and
lobbying efforts."
For more information about Agent Orange, contact VA's Gulf War/Agent Orange Helpline at 1-800749-8387 or visit VA's website.
Who and What Is Eligible
Mandatory Requirements
Service in country between April 1968 and July 1969.
Assignment to a specified unit in Korea between April
1968 and July 1969
Medical evidence of presumptive condition under 38
Kansas City, MO, Jan. 5, 2004--The Pentagon C.F.R. 3.309.
has confirmed that Agent Orange was used
along Korea's DMZ from April 1968 through
July 1969 to defoliate the fields of fire between
the front line defensive positions and the south
barrier fence.
Selected ground combat units of the 2nd
and 7th Infantry divisions during that time now
are eligible for Agent Orange presumptive compensation. The size of the treated area was a strip
of land 151 miles long and up to 350 yards wide,
from the fence to north of the civilian control
line. There is no indication that herbicides were
sprayed inside the DMZ itself.
The defoliants were applied by South Korean troops by hand-spraying and by hand-distribution of pelletized herbicides. Although
restrictions were put in place to limit the potential for spray drift, run-off and damage to food
crops, records indicate the effects were sometimes observed as far as 200 meters down wind.
The Defense Department has provided a
list of units deployed on four-month rotations up
to the DMZ. Presumption for individuals who
served in those units during the applicable timeframe has been granted.
For all other claims of herbicide exposure,
veterans are advised to contact their VFW Department service officer or call toll-free 1-800VFW-1899. The information provided by DoD
determines whether exposure can be established.
Since March 2003, C&P Service has received
approximately 130 such inquiries from Korea
DMZ veterans.
On Nov. 22, 2003, Congress passed the
Military Units Eligible (April 1968 to July 1969)
Elements of four combat brigades of the 2nd Infantry
Division:
72nd Armor
1st and 2nd battalions
7th Cavalry: 4th Battalion
9th Infantry
1st and 2nd battalions
23rd Infantry
1st, 2nd and 3rd battalions
38th Infantry
1st and 2nd battalions
3rd Brigade, 7th Infantry Division:
73rd Armor: 1st Battalion
10th Cavalry: 2nd Battalion
17th Infantry
1st and 2nd battalions
32nd Infantry: 3rd Battalion
Herbicide-Associated Health Conditions Presumptively Recognized
Chloracne (must occur within one year of exposure to
Agent Orange), Non-Hodgkin's lymphoma, Soft tissue
sarcoma (other than osteosarcoma, chondrosarcoma,
Kaposi's sarcoma or mesothelioma), Hodgkin's disease
Porphyria cutanea tarda (must occur within one year
of exposure), Multiple myeloma, Respiratory cancers,
including cancers of the lung, larynx, trachea and
bronchus, Prostate cancer, Acute and subacute transient peripheral neuropathy (must occur within one
year of exposure and resolve within two years of date
of onset), Chronic lymphocytic leukemia, Spina bifida
(except spina bifida occulta) is a condition recognized
in children of some Korea DMZ vets
Page 8
NEEDS HELP FINDING INFORMATION ON BROTHER
http://www.ima.army.mil/sites/hq/FOIA.asp
http://www.nab.usace.army.mil/FOIA/citizen.pdf
http://www.dod.mil/pubs/foi/
The following is from the brothers of Louis Carricarte, a 2LT, who
was killed in a 1963 Vietnam Otter accident. AOCA’s Jack McEwan knew
Louis and was on the accident investigation board. He has been in
I’m forwarding your request for info on to AOCA members
contact with Louis’ brothers. If anyone else knew Louis please contact who have email accounts on file. Just remember all this happened
them and let them know. Wayne Buser and I have researched our files
long ago and Louis had only been in Vietnam a short time so
and can find nothing more than his name on our Absent Companion
finding someone who knew and flew with him may prove quite
Plaque. Bruce D Silvey
Our brother, 2LT Louis Carricarte, an Otter pilot was killed
on 12 December 1963 and our family knows little of the circumstances. A posting by John McEwan on the Vietnam Wall indicated that your association may have a copy of the accident
investigation report. It would mean so much to my brothers and
sister to have a more information. The Otter pilot was CPT Clarence Moorer, Louis was co-pilot and SP4 Michael Martin was
crew chief. The crash occurred in Dar Lac Province on a flight
from Nha Trang to Ban Me Thout. Thanks very much. God Bless
You and all Veterans who served. Charlie and Ed Carricarte
[email protected] or [email protected]
BRUCE’S FOLLOW-UP TO CHARLIE AND ED
Jack McEwan does recall that an accident report was prepared
and submitted. These are technical reports that look into the facts
surrounding the incident and attempt to determine causes. That
anything in that report would be helpful to you is questionable.
The reports generally end up filed with the Army Aviation
Accident Board at Fort Rucker, AL. How long they retain those
records and if they’ll release them, I don't know. However, as US
citizens you are allowed to file a request under the Freedom of
Information Act. Some links are listed below.
difficult. Pilots in these aircraft were a special breed - dedicated to
providing front line ground troop support - and often undertook
dangerous missions. Vietnam was a new experience and the country was rugged, especially where he was flying. You can be proud
that he wanted to be an Army Aviator - not everyone makes it and that he was doing what he obviously wanted to do.
I look at my time as an Army Aviator as one of the best
experiences of my life and sometimes wonder why some made it
through that and others did not. I am sorry for your loss - he was
among friends and I'm sure was where he wanted to be. Bruce D
Silvey
FROM JOHN BACHMANN
Dear Charlie and Ed,
Lou and I were the only two guys from Florida in US Army
Flight School and palled around together. The first portion of the
attached is a letter to your mom and is self explanatory. The
balance are copies of orders with Lou's name on them and two
photos from flight school with his picture, the first the end of B
Phase or tactics, the second the graduating class photo. I've
stopped at both the Wall in Washington, DC and at Tallahassee to
pay my respects. I hope this helps. My condolences to you and
your family. John K Bachmann
I talked to Ed and Charlie, remembering both the crash and Louis even though he
had only been there for a month. Thanks
again for making a connection that means a
lot to Louis’ family. Frank Jones
End of “B” Phase
This request brought back memories
and a little bit of info that I will send to Ed
Carricarte with the address you provided.
My friend, CPT Moorer, and I flew together
from time to time while stationed at Nha
Trang. The accident occurred while I was on
R&R in Hong Kong. I don’t recall knowing
2LT Louis Carricarte who, according to a
copy of my letter to Capt Moorer's wife on
18 February 1964, was new to the company.
I will forward a copy of the letters to
and from Captain Moorer's wife which
asked the same questions to which I responded as best I could. I knew Jack McEwan who was on the accident investigation
board, and am sure he did a good job. Bob
Nelson
Graduation Day!
Page 9
FRIDAY MORNING AT THE PENTAGON
By JOSEPH L. GALLOWAY
McClatchy Newspapers
Over the last 12 months, 1,042 soldiers, Marines, sailors and Air Force personnel have given their lives in the terrible duty that is war.
Thousands more have come home on stretchers, horribly wounded and facing months or years in military hospitals..
This week, I'm turning my space over to a good friend and former roommate, Army Lt. Col. Robert Bateman, who recently completed a
yearlong tour of duty in Iraq and is now back at the Pentagon.
Here's Lt. Col. Bateman's account of a little-known ceremony that fills the halls of the Army corridor of the Pentagon with cheers, applause
and many tears every Friday morning. It first appeared on May 17 on the Weblog of media critic and pundit Eric Alterman at the Media Matters
for America Website.
"It is 110 yards from the "E" ring to the "A" ring of the Pentagon. This section of the Pentagon is newly renovated; the floors shine,
thehallway is broad, and the lighting is bright. At this instant the entire length of the corridor is packed with officers, a few sergeants
and some civilians, all crammed tightly three and four deep against the walls. There are thousands here.
This hallway, more than any other, is the `Army' hallway. The G3 offices line one side, G2 the other, G8 is around the corner. All Army.
Moderate conversations flow in a low buzz. Friends who may not have seen each other for a few weeks, or a few years, spot each other, cross
the way and renew.
Everyone shifts to ensure an open path remains down the center. The air conditioning system was not designed for this press of bodies in
this area. The temperature is rising already. Nobody cares.
10:36 hours: The clapping starts at the E-Ring. That is the outer most of the five rings of the Pentagon and it is closest to the entrance to
the building. This clapping is low, sustained, hearty. It is applause with a deep emotion behind it as it moves forward in a wave down the length
of the hallway.
A steady rolling wave of sound it is, moving at the pace of the soldier in the wheelchair who marks the forward edge with his presence.
He is the first. He is missing the greater part of one leg, and some of his wounds are still suppurating. By his age I expect that he is a private,
or perhaps a private first class.
Captains, majors, lieutenant colonels and colonels meet his gaze and nod as they applaud, soldier to soldier.
Three years ago when I described one of these events, those lining the hallways were somewhat different. The applause a little wilder,
perhaps in private guilt for not having shared in the burden. Yet.
Now almost everyone lining the hallway is, like the man in the wheelchair, also a combat veteran. This steadies the applause, but I think
deepens the sentiment. We have all been there now. The soldier's chair is pushed by, I believe, a full colonel. Behind him, and
stretching the length from Rings E to A, come more of his peers, each private, corporal, or sergeant assisted as need be by a field grade
officer.
11:00 hours: Twenty-four minutes of steady applause. My hands hurt, and I laugh to myself at how stupid that sounds in my own head.
My hands hurt. Please! Shut up and clap. For twenty-four minutes, soldier after soldier has come down this hallway - 20, 25, 30. Fifty-three
legs come with them, and perhaps only 52 hands or arms, but down this hall came 30 solid hearts.
They pass down this corridor of officers and applause, and then meet for a private lunch, at which they are the guests of honor, hosted by
the generals. Some are wheeled along. Some insist upon getting out of their chairs, to march as best they can with their chin held up, down this
hallway, through this most unique audience. Some are catching handshakes and smiling like a politician at a Fourth of July parade. More than
a couple of them seem amazed and are smiling shyly.
There are families with them as well: the 18-year-old war-bride pushing her 19-year-old husband's wheelchair and not quite understanding
why her husband is so affected by this, the boy she grew up with, now a man, who had never shed a tear is crying; the older immigrant Latino
parents who have, perhaps more than their wounded mid-20s son, an appreciation for the emotion given on their son's behalf.
No man in that hallway, walking or clapping, is ashamed by the silent tears on more than a few cheeks. An Airborne Ranger
wipes his eyes only to better see. A couple of the officers in this crowd have themselves been a part of this parade in the past.
These are our men, broken in body they may be, but they are our brothers, and we welcome them home. This parade has
gone on, every single Friday, all year long, for more than four years.
Did you know that? The media hasn't yet told the story. And probably never will.
Page 10
SOME 1ST AID ADVICE FROM THE mans and that the acid in urine mixed with
7TH CAV
sunlight thus killing the fungus. He also
This from a guy older than I am - I think we had said they used to put guys with really bad
doctors in those days! Bruce Silvey
athlete’s foot to work barefooted while
mucking out the stables where they kept the
I remember some of the old stuff horses and mules. Same reason.
- cuts and all bad bleeding areas
In my case it always worked, including
were treated with salt - it burned for the fun stuff we got on our feet in Vietbut stopped the bleeding- kero- nam. Of course that was where I quit wearsene and turpentine if the folks ing socks or under shorts to prevent fungus
thought it would get infected.
infections.
Now get this one - Dad had bird dogs,
I often got boils and the treatment was
pointers and setters, in a pen out back and, to make boiled milk and potato poultices
of course, I was the one who got to clean that hurt like hell but drew the things to a
the pen. One hot summer day, in my cut off head and allowed my dad to squeeze the
jeans, I stepped on a garden rake that had core out and let the damn things heal. No
fallen prongs up. Oh, yes, it hurt pulling my Docs. Moe Elmore
foot off after three prongs had gone all the
way through so I could hobble to the house.
PERUVIAN CURE FOR
Out came the kerosene and Q-tips.
IMPOTENCE: FROG JUICE
Mother poured a lot on my foot to clean it
and then ran the Q-tips soaked in more I found this one on the web. . . Bill
kerosene into the holes from both sides
They call it 'The Peruvian Viagra' and
while she chased me all over the bed and they say it's great for you if you have a low
floor.
While it was still hurting like hell, she
.
wrapped it in an old bed sheet soaked in
r. .
e
t
t
still more kerosene, gave me some aspirin
Be
t
l
and sent me to bed - not even a trip to the
Fe
Doctor! But after a few days, no pain,no I’ve
infection and it finally cleared up so I could
go swimming again. J.S, (Jim) Brigham
LTC USAR Ret. President 7th US Cavalry
Association
MORE HOME REMEDIES
Well, I’ve had trips to a doctor, too, but
my family had some folk remedies as well.
My dad's treatment for athlete’s foot was to
go outside, urinate on your feet and then let
them air dry. Then the feet would be powdered and white socks worn. He told me
said the practice came down from the Ro-
sex drive. It's the best aphrodisiac. 'Extracto
de rana' (Frog juice) is in very high demand
at local markets of Lima, Peru.
It's also heals stuff like asthma, bronchitis, sluggishness, but who cares about
those. (You didn’t buy it for that, now did
you?) The main aphrodisiac effect probably
comes from one of it's ingredients called
Maca, which is a South-American plant
known for it's erotic powers.
You go to the market stall and you pick
your frogs from a tank. The vendor takes
them out and bangs them against the table
to kill them. Then she peels the skin off
them and she fills the blender with hot
white bean broth, some honey, raw aloe
vera and a generous portion of maca. Then
she adds your plucked frogs and she turns
the blender on. And voila, a delicious warm
glass of frog juice.
GEORGE NELSON STATUS
To you who may have wondered
where I have been lately, well, I spent three
weeks in the hospital, again. This time to
have my right side parotid (saliva) gland
removed. It had become infected and very
painful.
Then, of course, as with all my surgeries, my blood thinner complicates everything. They couldn't stop the bleeding, so
had to go back in only to find a hematoma
the size of my fist. After three pints of new
blood and other stuff I finally got out.
Since then, I have been so weak I
couldn't do anything. Now have a 4-wheeler with a seat to get around and am just now
feeling like I might live again. Now the
right side of my face is numb and I can only
hope it doesn't stay that way. Makes eating
a chore. Other than that, I'm doing fine. Not
doing much, but doing. . .George Nelson
Some More Picture Postcard Fun
From Bill Upton’s Collection
Page 11
A LITTLE P2V HISTORY
From the Mid-Atlantic Air Museum Website
http://www.maam.org/neptune/p2_1.html
The Lockheed P2V "Neptune" is unique in that it is the only
American naval land-based patrol plane ever designed expressly
for this purpose. Both the "Neptune's" predecessor, the PV2
"Harpoon", and successor, the P3 "Orion", were first built by
Lockheed as transports... the PV2 as the "Lodestar", and the P3 as
P2 ON YOUTUBE
the "Electra". The P2V was also the last US military aircraft to
feature the Emerson ball turret, which was installed for a time in
Thanks to Terry Love - these links will bring some memories for the aircraft nose, and was the last radial engine powered bomber
some of our gang.
accepted for delivery by the US. From May 12, 1945 to the end of
its production run in 1962, 1,036 "Neptune's" were produced in
1. Crazy Cats Part I
seven major variants, with the US Navy receiving the vast majorihttp://www.youtube.com/watch?v=M3l6s47Ym6U&feature=related
ty. The "Neptune's" versatility is evident from the many missions
2. Crazy Cats Part II
this aircraft was called on to perform... it truly set the standard for
http://www.youtube.com/watch?v=2uP0Fd1SN5I&feature=related
modern patrol aircraft.
3. Stand down
P2 PALAVER
http://www.youtube.com/watch?v=YVFAycE3XlQ
IT WAS MY BEST FRIEND. . .
In '67, I was flying a Chinook from Dak To, direct over the
mountains, to Pleiku. All of a sudden, my CP, a new WO1, yelled,
“What is that?” I almost jumped out of my seat, and looked. It was
a Crazy Cat Neptune flying "formation" with us, gear and flaps
down. We waved and he went "gear and flaps" up, lighted the two
jets, and raced away fast. I found out later it was my friend, CW4
Jim Bell flying. Don Joyce
PROJECT CRAZY CATS STATUS
In October, 2008 Newell Mock picked up two boxes from the
Army Aviation Museum at Fort Rucker containing material on the
Army’s AP-2E aircraft.
Newell sent the boxes to me and I started to review and sort
the material. Ken Supranowich had done a great job getting the
material together and transferring it to the museum where it sat for
years.
I’ve started scanning the material and am about 90% complete.
The total size is 110MB which is 474 files in 21 folders. I hope to
have the scanning done by the end of May and ship the material
back to the museum. Lots of the material is copied on old dark
paper and it will take about another month to Photoshop them so
they can be read (I hope). The goal is to have everything done for
the reunion.
Some of the folders are:
DA Form 1
Logbook sheets (Personal data collected by Ken)
Slides
Photos
224th Aviation BN (RR) Historical Reports
(1967-1968-1969-1970-1971)
Orders
Company Roster (Put together by Ken)
Awards and Decorations
Wayne Buser
In early 1941, Lockheed Aircraft's Vega division began design work on a twin-engined bomber. It was felt that the aircraft,
utilizing the then new Wright R-3350 Cyclone engine, would be
able to carry a larger bomb load for longer distances than existing
four-engined heavy bombers like the B-17 "Flying Fortress" and
B-24 "Liberator". The resulting aircraft design, designated "model
26", was a large, mid-wing bomber, accommodating a crew of
seven. Because it was a relatively low wartime priority, (at the
time even longer range and heavier bomb loads were being
planned for), the "model 26" project's R-3350 engines were diverted to another project, the Boeing B-29 "Superfortress". Development of the "model 26" prototype was renewed as the war
progressed, however, with fifteen aircraft ordered by the Navy in
April of 1944. The XP2V-1 "Neptune", as it was designated, was
finally flown for the first time toward the end of the war on May
17, 1945, shortly after the German surrender.
Assuming its patrol duties with the US Navy shortly after the
Second World War, "Neptune's" saw their first combat use during
the Korean Conflict. There they were used in ground attack, mine
laying, day and night bombing and rocket attack and as armored
combat transports as well. They became the "Cold War" patrol
aircraft along both American coasts, were active in the Cuban
missile crisis, and participated in the American space program as
well. During the Viet Nam war P2's were involved with electronic
warfare and, as night and all-weather interdiction aircraft. The
OP-2E version flown by VO-67 dropped sensors along the Ho Chi
Minh trail and other supply routes to detect enemy troop and
vehicle movement, and even the Army flew them as an attack
variant, the AP2E.
The most famous "Neptune" was, without a doubt, a P2V-1,
the "Truculent Turtle", which, from September 29th through Octo-
Page 12
ber 1st, 1947, flew non-stop, without refueling, from Perth, Australia, to Columbus,
Ohio, a world-record setting distance of
11,235 miles. This piston engine powered
record stood almost forty years, until Burt
Rutan's "Voyager" circled the globe nonstop in December of 1986. A more typical
"Neptune" mission lasted ten hours, with a
crew of ten. Because of the long mission
capabilities, the P2's were equipped with a
small galley and an electric stove. The only
bunk, however, was soon removed to make
way for additional electronics gear, with
the floor or wing being the only place to
stretch out.
The P2V-7 model, the type acquired
and now operated by the Mid-Atlantic Air
Museum, was first flown in 1954. Re-designated SP-2H, OP-2E, and AP-2H after
1962, "Neptune"s continued to serve
through the Viet Nam war and until the mid
1970's. By that time, however, the P3
"Orion" had replaced the P2 in all service
but with reserve units. Most found their
way to Davis Monthan Air Force Base, in
Arizona, where they were placed in storage.
P2V "Neptune's" were operated by the US
Navy, Army and Air Force, as well as Argentina, Australia, Brazil, Canada, France,
the Netherlands, Portugal, and the United
Kingdom. In addition, the Japanese defense
force utilized the design, produced under
license by Kawasaki, with turboprop power
plants.
served machine guns which opened fire at
point blank range.
The first volley hit the gunner and the
nurse. The helicopter was shot full of holes
after the nurse was blown apart. The gunner
managed to make it back to his machine
gun, opened fire, and killed the machine
gun crews. Simpers nursed the damaged
helicopter back into the air and declared a
Neptunes Today
“MAYDAY.” There were no instruments
left, and the hydraulics had been lost. They
Despite the "Neptune's" long service landed at Key Ha (Ky Ha) with fire trucks
history, and significant role in aviation and and ambulances waiting,
in our nation's defense, very few of these
Warrant Officer Simpers was loaded
unique aircraft have been preserved in mu- onto a stretcher, covered with body matter
seums. The Naval Museum in Pensacola from the slain nurse and her baby, and had
does have on display both the "Truculent been wounded in the upper back or lower
Turtle" and a P2V-7 model as well. An neck area. He was rushed off to the 2nd
AP2H exists on display at the Pima Air Surgical Hospital where he and the door
Museum in Tucson. A few more remain as gunner were treated for their wounds. Slivgate guardians at Naval Air Stations, includ- ers of bone and shrapnel were found in his
ing NAS Brunswick, and NAS Jacksonville. neck and leg. The gunner was wounded in
Operational "Neptunes" are even more the shin area from a large round. The Beadifficult to find. Several have found service ver pilot was unharmed, and came back to
as fire bombers in the western United States. give Simpers a "courtesy ride" in the BeaAt this time, restored operating examples ver a month later. The UH1D was out of
can also be found in the Netherlands and in commission for 2.5 months before it was
Features
Australia. In the United States, a few other flown again by Simpers. The gunner, Roy
P2V-7's have been operated for a time by Wynn was put in for a silver star - it was
As with many of the aircraft with a museums, but not consistently.
downgraded to an Air Medal/V.
relatively long production run, the original
P2 design saw a great many changes from
LOOKING FOR BEAVER PILOT
We have been unable to locate the
model to model. Successive "Neptune"
Beaver pilot, Roy Wynn, or the DATE,
models gradually removed armament in
I had this inquiry looking for a Beaver even though a dozen men recall the incident.
favor of more anti-submarine electronics, pilot (Army Major) see story below - I Any help at all would be deeply appreciated.
but all models kept the large weapons bay explained that we did not really have a data
included in the design of the first "Neptune" base on Beaver pilots and that most fixed Mary and Chuck Schantag P.O.W. Netmodel, the P2V-1. In additional armament, wing aviators of that day were qualified in work www.pownetwork.org
the P2V-1 carried three pairs of 12.7 mm the Beaver since it was the airplane used for
". . .I'll be damned if one more [expletive]
machine guns and mountings for up to six- instrument qualification at Ft Rucker. ANYteen under-wing rockets.
ONE with any recall on this incident is will demand respect, honorariums, notoriety,
The P2V-2 model added up to eight asked to respond to Mary and Chuck Schan- news coverage, and recognition for something
they did not do nor earn. If they are going to
20mm cannons in the nose, tail, and dorsal tag (see email below). Bruce Silvey
steal the honor of our heroes, then they damn
position. The P2V-3 began the trend of
well better be stealing their pain and nightmares
eliminating armament in place of more elecWe are desperately searching for the too. THEY can sit with the next mom still waiting
tronics, by adding APS-20 radar and the Beaver pilot that was a "ride along" passen- for her son and explain how "they" got out .
characteristic belly radome. The P2V-4 ger, and got caught in horrible bloody mess THEY can wipe her tears and hold her shaking
introduced the turbo-compound engine and one day in Nam. The incident is being shoulders. THEY can all go to hell." (Mary
Schantag, during an interview on phonies.)
auxiliary wingtip fuel tanks. Increasing described as this:
weight (Including the addition of Jezebel
Mid year, 1967 WO-1 John L. Simpers,
underwater detection equipment) caused while flying what was thought to be a roumany of the P2V-5 models to include the tine orientation/courtesy flight for a Beaver
retrofit of Westinghouse J 34 jets to im- pilot. The fixed wing examiner at the time,
prove takeoff, and to add maneuvering a Major, was re-routed to what was supspeed during combat. (This model was des- posed to be a secured LZ. They were directThe first day of each month, to
ignated the P2V-5F). The addition of the ed to pick up a pregnant NVA nurse who
show our appreciation for military perMAD stinger, first on the P2V-5, and the had been captured by American Forces.
sonnel for their sacrifices, dedication,
deletion of guns as the subs went nuclear,
With the nurse on board, but before the
and service to our country, Old Navy is
brought the "Neptune" to its final major mission was completed – yet another diverproud to offer a 10% discount to active
configuration, the P2V-7, which was flown sion came in – for the evacuation of a
and veteran military ID card holders.
first on April 26, 1954. This last model was Marine KIA with the 4/31 Inf. That landing
to remain in service for more than 20 years. ended up a few feet away from two crew-
Page 13
OTTER ODDS & ENDS
EXCERPT FROM UNIT HISTORY
18TH UTILITY AVIATION COMPANY
1 Jan. to 31 Dec. 1966
Compiled by Capt. Thomas Higdon, Unit Historian
Compliments of CWO George Warren 18th Avn. Co. April
1965-December 1966
February 1966
(Submitted by Russ Edwards)
Statistically things slowed down for the 18th Aviation Company during the month of February. The slow-down was the result of
several factors including less missions assigned, predominately
bad weather, lack of two authorized aircraft and the fact that
February is a short month. Total hours flown decreased to 785
with corresponding decreases in passengers and cargo hauled.
Sorties totaled 900 during which a total of 3672 passengers and
80.6 tons of cargo were transported. On the bright side, aircraft
availability rose from 74% to 80%.
J. Rogers. Lt. Colonel Smith will be taking on additional responsibilities in his new position of Executive Officer, 12th Aviation
Group. Major Rogers was formerly Executive Officer, 14th Aviation Battalion.
On the 28th of February an official change of command
ceremony was held for the 18th Aviation Company. With the
company assembled, Major Russell W. Edwards accepted the
colors from Major Paul S. Walker who will soon depart for
CONUS. Major Ronald P. Rogers, 14th Aviation Battalion Commander addressed the troops, praising the outstanding achievements of Major Walker and the unit. He expressed confidence that
with Major Edwards at the helm, the 18th would continue to
perform in the same outstanding manner.
Following the change of command ceremony, awards and
decorations were presented to deserving individuals. As a result of
the change of command, Captain Richard Quigley two-time member of the 18th became Executive Officer of the unit, filling the
slot vacated by Major Edwards.
L to R: Maj. Paul Walker, Maj. Ron Rogers & Maj. Russ Edwards
Do you remember our glorious leader at the time? Well, here he
is in all his glory, Major Paul S. Walker, CO 18th Avn. Co.
During the majority of the month the 18th continued to
support the military operation in the Bong Son area. Almost daily
flights into Bong Son were made by the 2nd Platoon at Pleiku. On
many occasions the unit's Otters landed under low overcasts to
find that they were the only aircraft in the Bong Son area.
Best Co-Pilot I Ever Had
“Maggie”
Aka Martha Raye
Do you remember 1SG Ivy Boudreaux standing alongside
our stalwart U-6 Beaver?
Two changes of command ceremonies were held during the
month and as a result the unit had a new Commanding Officer and
a new Battalion Commander. On 15 February before assembled
elements of all units of the 14th Aviation Battalion, Lt. Colonel
Joseph P. Smith relinquished the battalion colors to Major Ronald
Flight from Plieku to Da Nang. We caught a few rounds in the
port wing and diverted out over the South China Sea. Landed
safely in Da Nang
Page 14
BTW, A large percentage of my flight class became Otter
jocks and ended up in either the 54th or the 18th. CWO, retired,
Don Darby lives in Elizabethtown, KY and still has our class
flag-66-3FW. See photo of the two of us with the class flag in
Here is a picture of Army “Niner Quad Deuce” (92222) taken 2006, 40 years later! The Class had a reunion in Atlanta in 1991,
at Fritzsche Army Airfield, Ft Ord, California. Two other aircraft 25 years after graduation. Jack Crist
we had at Ord were 76135 and 76136 (See photo). I was an IP
there from ‘67 to ‘69 after returning from the 54th at Vung Tau
(1000 hours of flying into and out of special forces camps, base
camps and radio relay).
SOME OTTER PICS AND ETC.
FROM JACK CRIST
Jack Crist & Don Darby in 2006
“Army Nine Quad Deuce”
During my two years at Ft. Ord, three CWO, Hardin, Lewis
and Myself were the IP's transitioning Otter drivers on their way
to Vietnam. I saw Lewis a couple years ago at the Reunion at
Rucker. Hardin died in an airplane crash in the late 70's. The CO
of the unit was a Captain by the name of Hardeman. If memory
serves me, each IP had 30 days to transition the pilots. We each
had two or three students and spent 25-30 hours on each in the 30
day period. Mostly, it was practicing landings at Fritzsche, Salinas
airport, Crows Landing NAS or on Camp Hunter Ligget's dirt
strips. We even flew into Crissy in San Francisco (now gone). I
wonder if any Logbook readers remember going through Ft. Ord
Otter Transition School. The airfield is now the Marina Muni
Airport.
“Army 76136”
I REMEMBER
Thanks to Bruce Silvey for all of his correspondence. The Logbook
picture of 81691 brought back memories. I flew a red and white version
of that plane in Panama for probably 200+ hours.
I sent Don Joyce the names of TC aviators in Panama from 60-64,
all of them probably Otter qualified. AOCA may want to contact Col
(ret) Jay Kitterman, who flew Otters during this era. He retired in the late
80's as Chief of Staff at Rucker and lives in Enterprise, Al.
Also Col (ret) Ken Kellogg was there in the 528th T. Co AMS and
flew Otters. I passed this info to Don along with his address and phone #.
In the Mar 08 Logbook, Smith's article on the 937th brought back
memories. I test flew all of the Otters they had during this time as the
field maint off. Both Ed Freeman and Bruce Crandell were there and I
believe Ed had Otter 3244 in Nicaguara and Bruce had Beaver 2800 in
Costa Rica. As you probably know both were subsequently CMH
awardees for their actions in RVN with the 1st Cav. In the Mar 07
Logbook on page 23 under missing; when I left Panama in July 64, to the
best of my recall, 3246 was still flying. 6116 was lost, I believe, in 63. It
was operating in Peru on the back side of the Andes and crashed in a river
bed. The pilot was Dick Conners, 937th, whom I believe was an Inf or
Arty Officer and was killed. The accident board at Rucker should have
more details.
6116 was probably the best trimmed Otter I ever flew. I can recall
that it was almost a hands-off aircraft. Member Martin Heuer was a
member of the 937th when 6116 went down and he may have some
recollections. Gerry Royals
FOR YOU OTTER GUYS
A USAF type, Al Inglima, sent us the following for
our achieves - took this at Dong Ha in March
1966, he says. Great shot. (Also see cover.)
This Otter belonged to the Da Nang platoon of
the 18th Aviation Company. Dong Ha was a
regular stop for the crews from Da Nang. AOCA
members Al Sneckenberger, Wayne Hooper
and myself were flying for the 18th out of Da
Nang at the time the picture was taken. Thanks
for sharing the photo. Tom Fetsch
Page 15
CARIBOU CASE STUDIES
Guest Columnist
Arthur E. “Gene” Dewey
Arthur E. Dewey, Assistant Secretary, Bureau of Population, Refugees, and
Migration, Department of State at Washington Foreign Press Center Briefing
on "Global Refugee Situations and Proposed Refugee Admissions for FY- 2005
-- Report to the Congress and U.S. Goals for the UN High Commissioner for
Human Rights."
Case #2
ESTABLISHING A SPECIAL FORCES POST
AT LAO BAO
The strip at Lao Bao (XD700370) is located in the mountains
on the Laos border about 15 miles south of the border of North
Vietnam, 125 miles from Da Nang. In July 1962, the two Caribou
aircraft stationed at Da Nang in support of I Corps were assigned
a mission of moving Special Forces troops and their equipment
into the area to establish a campsite for the training of local
Montagnards.
embankment which overlooked the river winds at this time were
normally calm in the bowl shaped valley.
The two Caribou flew two to three sorties daily into Lao Bao
for about ten days in July, attempting to get all the Special Forces
material into the strip before the rain came. The cargo was typical
of Special Forces campsites - weapons, ammunition, medical
supplies, pigs, chickens, barbed wire, pickets and radio equipment.
After the first week of operation, the rains began and the strip
became increasingly slippery and treacherous. Three times a Caribou went a few feet off the end of the runway, into the mud, and
was pulled back by a truck without damage. After the third such
incident, in which the aircraft came to stop about 10 feet from the
edge of the 50 foot dropoff, the strip was closed to Caribous for
the remainder of the rainy season. Reversing pitch propellers
would have permitted continuous service, even when the strip was
wet.
This was a typical Caribou type mission, which no other
twin-engine aircraft could have flown routinely. Even single engine aircraft had difficulty pulling out of the mud at Lao Bao; this
was the experience of a Helicourier which crashed on takeoff
when the strip was wet.
During the ten day period, approximately 200,000 pounds of
cargo were flown by these two Caribou into Lao Bao.
Pilots:
Capt P. McHenry
Capt T.R. Dayharsh
Lao Bao. Note vegetation encroaching upon the runway.
The condition of this airstrip, like most of the primitive fields
in Vietnam, varies as to slipperiness and bearing capacity depending on the amount of moisture present. In July 1962, there was
occasional rainy weather. From the first day of operations, it was
standard procedure for the Caribou pilots to take the first airplane
in with 5000 pounds of cargo and, if braking action on the strip
was good, to fly all remaining loads at 7000 pounds. The majority
of loads were at 7000 pounds.
The strip has 910 feet of relatively level laterite surface, with
approximately 150 feet more sloping downward at 3 to 4 degrees
at the east end and running off into marsh and high grass. Caribou
pilots routinely used this extra length, landing 150 feet short of the
markers, not only for the increased length but also for the help the
uphill run gave in reducing the landing roll. This was essential on
wet days, since the west end of the strip terminated in an abrupt
Lao Bao. Fifty foot drop-off appears in lower left hand portion of this photo.
Caribou Case Studies continue on next page
Page 16
Caribou Case Studies continued. . .
Case #3
UP THE VALLEY TO KHAM DUC
In December 1962, the Caribous flying
for I Corps were ordered to transport some
badly needed rations to ARVN units at
Kham Duc (ZC 010 070). Adverse weather
conditions had prevented resupply of these
units for nearly ten days. Their normal supply frequency was once every four days.
The morning after the mission order
was received 6,000 pounds of rice was
loaded on a Caribou, while the crew
checked the weather. As expected, conditions were marginal. However the pilots
felt familiar enough with the mountainous
terrain surrounding Kham Duc to make a
try at the mission.
Kham Duc. ARVN outpost is situated on ridge at
far left of the photo. Hills in the foreground necessitate a steep approach when landing northeast.
Local ground fog made it necessary to
wait until nearly 0930 before attempting the
flight. The pilots selected as their route a
river running from the coast through the
mountains and branching off into several
streams; one of the streams was adjacent to
Kham Duc (See map). As the pilots approached the penetration point, it was obvious that a solid stormy overcast was
engulfing the mountains and that the only
possible way to reach the destination was to
fly low through the narrow valley.
Under these conditions, the control
response and maneuverability in slow flight
of the Caribou was a matter of some gratification. The sharp turns in the narrow valley
required the maximum of maneuverability.
The two pilots firmly believed that no other
twin engine aircraft, and few single engine
aircraft, could have negotiated the climbs,
turns, and descents necessarily executed by
the Caribou on that flight.
After several minutes the Caribou was
over the stream running adjacent to Kham
Duc. The pilotage landmark near the strip
was an ARVN outpost which sits on a steep
ridge, directly southwest of the runway.
Unless the ceiling rose - it would be almost
mandatory to land from the northeast. A
light east wind was forecast, but this was
thought to be no problem considering the
runway length at Kham Duc.
Kham Duc is a well laid strip 3,000
feet long (the field was being extended at
this time), with a pierced steel plank (PSP)
surface. However the approaches to it are
very tricky, even in good weather. To the
northeast of the strip is a steep 200 foot
ledge dropping down approximately 1500
feet from the runway end. The mountain
area to the south is to be avoided due to the
Viet Cong ground fire including automatic
weapons which has been reported from this
location. A high mountain to the west
makes a tight downwind necessary. Immediately to the south, a gradually rising hill
makes an accurate, not too shallow, final
approach a must.
Coming in from the southwest, the
pilots spotted the outpost on the ridge about
1000 yds off the end of the runway. There
was approximately 200 feet clearance between the ridge and the cloud ceiling.
As the pilot relates it, "I gaged the turn
just to the left of the, outpost, climbed to
100 feet over the ridge, pulled power,
dropped gear, dumped flaps, turned base,
and we were on a very short final. A normal
landing was made and the rations delivered."
Pilot: 1/Lt W. Sorenson
Copilot: CWO J. Lawlor
season in Vietnam's Central Highlands,
make the supply line to the ARVN soldier
in such outposts particularly tenuous. For
example, during a nine day period in late
December 1962 foul weather denied access
to the A Loui valley. The ARVN logistical
A Loui in March 1963. Conditions at the time of
the December 1962 landing were approximately
the same.
element in Da Nang knew that the troops
were getting hungry. Each day a Vietnamese corporal drove out to the Caribou with
his load of "live" rations, hoping to find a
break in the weather. Each day he and the I
Corps Caribou crews watched the weather,
looking for a brightening of the storm
clouds over the rim of hills to the west of
Da Nang or a perceptible lifting of the
obscuration over Monkey Mountain in Da
Nang harbor, or listening to the weather
reports that filtered in by radio from the
scattered mountain outposts. They also
waited for a PIREP (pilot report) from an
aircraft passing over the A Loui valley on
another mission saying that there was a
break in the overcast.
Looking southbound to Kham Duc
Case #4
CHOP SUEY AT A LOUI
The ARVN unit at A Loui in I Corps is
only some 60 miles west of the Corps command post at Da Nang, but it is completely
dependent on I Corps Caribous for its logistic support, including its daily bread. Normally each week one or two loads of
vegetables and "live" rations - pigs, chickens, ducks - are flown into the small airfield
at the outpost - its only contact with the
outside world.
Low ceiling and limited visibility, characteristic of about 60 - 70% of the monsoon
A new runway at A Loui - May 1963. A Loui
occupies the bottom of a bowl at the northern end
of the A-Loui - A Shau Valley.
At approximately 1700 on 24 December the Air Force TMC (Traffic Movement
Control) at Da Nang airfield received a
PIREP that the clouds had rolled back to the
rim of the valley, and that there might be an
hour or two of clear weather before the
clouds came in again.
The Caribou pilots were ready, the
rations were loaded immediately, and the
ship was airborne at 1730 - in 30 minutes.
Caribou Case Studies continue on next page
Page 17
Caribou Case Studies continued. . .
Out of Da Nang and en route to A Loui the
flight was over a solid overcast. The Caribou crew used time-distance and a magnetic heading for navigation (assistance from
Panama Radar Control at Da Nang terminated shortly after take off because of the
mountain mask west of Da Nang).
At approximately 1755 the pilots saw
the strip on the valley floor. A Loui is short
(1200 feet usable), its surface was moist
from recent rains, and there are no overruns.
Clouds were beginning to roll back into the
valley and darkness was about twenty minutes away.
The pilot made a successful landing
and scores of ARVN troops surrounded the
aircraft to help unload it. The outpost commander reported that the troops had been
eating a chop suey made of grass for the past
few days - hence the unexpected arrival of
fresh pork, chicken, and duck could not
have been more welcome.
The Caribou took off at dusk from the
unlighted strip, returning to Da Nang at
approximately 1900, Christmas Eve 1962.
Pilot: Captain Arthur E. Dewey
CoPilot: CWO Alonza T. Bailey
After 45 minutes of flying low over
3000 to 5000 foot mountains, the pilots had
the earth field in sight, with approximately
1300 feet of usable runway, almost in the
center of a wide valley, surrounded by
mountains up to 5000 feet high. There are
no roads into this area and until the Caribou
arrived, the outpost had been accessible
only by helicopter, 0-1E's, or U-6A aircraft,
and aerial drop. In view of the rainy season
the Vietnamese Air Force did not consider
it suitable for either 0-1E's or U-6A’s, and
because of the constant cloud cover, air
drops from C -47's were impossible.
Since no one had seen the condition of
the field for some time, for this first landing,
the aircraft was kept as light as possible.
After the third low pass, the crew decided to
go on in, although the field looked short
and wet. On the ground the Caribou started
into a slide which the pilot was able to
control and the Caribou ended its roll about
150 meters from a drainage ditch.
The arrival of an aircraft of this size
created some excitement among the troops
who had not had any contact with the outside world for many weeks and for two
weeks had been without food.
Case #5
FIRST CARIBOU INTO A SHAU
A newcomer to Vietnam who might
travel to the field of A Shau in the I Corps
tactical zone today, would find a 3000 foot
PSP runway into which aircraft of 25 - 30
ton gross weight are operating without difficulty. The conditions at A Shau have
changed considerably in the past year and a
half. The runway he now sees was opened
in November 1962; the old strip is off to
one side and no longer used.
The first twin-engine aircraft into A
Shau was the Army experimental "Y -Model" Caribou which was flown to Southeast
Asia by the Advanced Research Projects
Agency (ARPA) in July 1961. In December
1961 this aircraft was at Da Nang, prepared
to carry out a mission requested by MAAGVietnam. The mission: to support the
ARVN 2d Engineer Battalion which was
attempting to improve the primitive airfield
at A Shau. The A Shau outpost had been
out of food for ten days and "was living on
jungle roots".
The original plan was for the Vietnamese Air Force to escort the ARPA Caribou
to A Shau by H-34 helicopter. This plan did
not materialize, and on 11 December 1961
the Caribou took off for A Shau, navigating
by pilotage and topographic maps.
Troops crowded for boarding at the ramp
door, since none of them believed that the
Caribou would dare come back.
The Caribou did return, and rice, fresh
food, and PSP were the first imports. The
nature of succeeding trips was dictated by
priority, the weather remaining always a
threat. The Caribou brought in a great deal
of food, including ducks, chickens and pigs.
Once the ground was sufficiently improved
a complete road grader was moved, 5500
pounds at a time. The complete grader was
airlifted in four loads, and assembled in
three days.
On December 17th, this Caribou took
the President of the Republic of Vietnam
and his personal body guards into A Shau.
Pilot: Capt R.A. Johnson
Co-pilot: 1/Lt Mayhew
Note from Gene Dewey: Evaluation of the
Caribou in the Vietnam counterinsurgency environment was one of the tasks of the Army
Concept Team in Vietnam (ACTIV) in Saigon in
1963. I was seconded from the 1st Aviation
Company (Caribou) (at Vung Tau) to ACTIV to
assist in this evaluation. This assignment, together with my primary posting with the 1st, permitted me to fly into all 125 airstrips then recorded
in Vietnam (most of the land ings were with the
Caribou).
BG Ed Rowny was Chief of ACTIV and
LTC Jack Cushman was Chief of the Caribou
Evaluation Section. I was a captain under opcon
of Rowny and Cushman. Much of the source
material for these case studies came from the
Caribou pilots in the 1st Avn Co. I did much of
the writing and editing, with Jack Cushman
providing the direction, titles, and giving them
the final brush. I took all of the photographs.
From the
Military Handbooks Newsletter
January 2009
2009 Military Handbooks
Coming Soon!
A Shau in June 1963. New PSP strip is on the
right. Note the abandoned strip on the left which
was used for the first Caribou landing.
Weight for the first take-off was held
to 25,000 pounds. The mud accumulation
in front of the wheels slowed the take-off
roll but a hard surface 150 meters down the
runway allowed the Caribou to get into the
air.
Resupply parachutes from previous air
drops and troops were the first load out.
The 2009 Military Handbooks are
going through a final review to
make sure they hold the most upto-date information about active,
reserve, guard, veteran and military family benefits. Handbooks
will be available to download in late
February or early March.
http://www.militaryhandbooks.com
Page 18
OLD EDDIE
Excerpted from
In the Eye of the Storm
By Max Lucado
(Submitted by Jack Lewis)
It happened every Friday
evening, almost without fail,
when the sun resembled a
giant orange and was starting to dip into the blue ocean.
Old Ed came strolling along
the beach to his favorite pier.
Clutched in his bony hand
was a bucket of shrimp. Ed walks out to the
end of the pier, where it seems he almost
has the world to himself. The glow of the
sun is a golden bronze now.
Everybody's gone, except for a few
joggers on the beach. Standing out on the
end of the pier, Ed is alone with his
thoughts. . . and his bucket of shrimp. Before long, however, he is no longer alone.
Up in the sky a thousand white dots come
screeching and squawking, winging their
way toward that lanky frame standing there
on the end of the pier. Before long, dozens
of seagulls have enveloped him, their wings
fluttering and flapping wildly. Ed stands
there tossing shrimp to the hungry birds. As
he does, if you listen closely, you can hear
him say with a smile, “Thank you. Thank
you.”
In a few short minutes the bucket is
empty. But Ed doesn't leave. He stands
there lost in thought, as though transported
to another time and place. Invariably, one
of the gulls lands on his sea-bleached,
weather-beaten hat – an old military hat
he's been wearing for years. When he finally turns around and begins to walk back
toward the beach, a few of the birds hop
along the pier with him until he gets to the
stairs, and then they, too, fly away. And old
Ed quietly makes his way down to the end
of the beach and on home.
If you were sitting there on the pier
with your fishing line in the water, Ed
might seem like “a funny old duck,” as my
dad used to say. Or, “a guy that's a sandwich shy of a picnic,” as my kids might say.
To onlookers, he's just another old codger,
lost in his own weird world, feeding the
seagulls with a bucket full of shrimp.
To the onlooker, rituals can look either
very strange or very empty. They can seem
altogether unimportant, maybe even a lot of
nonsense. Old folks often do strange things,
at least in the eyes of Boomers and Busters.
Most of them would probably write Old Ed
off, down there in Florida. That's too bad.
They'd do well to know him better. His full
name: Eddie Rickenbacker. He was a fa- airfield. D.R. Martin was just landing bringmous hero back in World War II. On one of ing Matthews back from the hospital so we
his flying missions across the Pacific, he sent him back to the hotel and the rest of us
and his seven-member crew went down. climbed into Martin's Caribou and took off
Miraculously, all of the men survived, to attempt a rescue. Our plan was to skim
crawled out of their plane and climbed into the tree tops with all of us hanging out of
a life raft. Capt. Rickenbacker and his crew open doors with our weapons and try to get
floated for days on the rough waters of the a shot at the VC. We hoped that their capPacific. They fought the sun. They fought tors would be distracted enough to get caresharks. Most of all, they fought hunger. By less and the prisoners could make a run for
the eighth day their rations ran out. No food. the beach. Once they reached the beach, we
No water. They were hundreds of miles planned to provide covering fire for their
from land and no one knew where they get away. If necessary we were prepared to
were. They needed a miracle.
attempt a beach landing and pick them up.
That afternoon they had a simple devotional service and prayed for a miracle.
Bloody VC! Can’t tell a
They tried to nap. Eddie leaned back and
Brit from a bloody Yank!
pulled his military cap over his nose. Time
dragged. All he could hear was the slap of
the waves against the raft. Suddenly, Eddie
felt something land on the top of his cap. It
was a seagull!
Old Ed would
General Stillwell was flying a Huey
later describe how he
not far away, heard our conversations with
sat perfectly still,
the tower and decided to join our rescue
planning his next
endeavor. Meanwhile, we continued to fly
move. With a flash of
back and forth over the area at tree top
his hand and a
altitude hoping for the best. Suddenly a
squawk from the gull,
white skinned person wearing nothing but
he managed to grab it
bathing trunks emerged from the jungle
and wring its neck. He tore the feathers off, onto the beach running like hell. Stillwell's
and he and his starving crew made a meal - Huey arrived and picked him up. The runa very slight meal for eight men - of it. Then ner told Stillwell that his friend had been
they used the intestines for bait. With it,
they caught fish, which gave them food and
more bait – and the cycle continued. With
that simple survival technique, they were
able to endure the rigors of the sea until
they were found and rescued after 24 days
at sea.
Eddie Rickenbacker lived many years
beyond that ordeal, but he never forgot the
sacrifice of that first lifesaving seagull. And
he never stopped saying, “Thank you.”
That's why almost every Friday night he shot and left near the beach, so Stillwell
would walk to the end of the pier with a picked up the wounded one also.
bucket full of shrimp and a heart full of
Upon landing we were surprised to
gratitude.
find that the prisoners were not our troops.
They were English teachers in Saigon. Later,
HELPING A PRISONER ESCAPE
at the bar, the one not shot regaled us with
Paul Stansel
a description of his attempt to convince the
VC that he was not an American. He said
After our adventure with the sea snake that he made a number of anti-American
(see March 2009 Logbook) we made it back to the statements (for which he apologized) but
Pacific Hotel just in time for someone to his captors did not understand him.
tell us that VC had captured two of our
Finally, in an act of desperation, he
troops on Back Beach. That was where we attempted to show them the tag in his shorts
were water skiing when Matthews got bit that indicated they were made in England.
by the snake!
That didn't work he said, "When I pulled
There were no helicopters at Vung Tau my shorts down to show the bloody bugger
that early in the war, so a bunch of us the tag, he hit me because he thought I was
grabbed weapons and rushed out to the saying kiss my arse!"
WAR STORIES
AND
MORE
Page 19
had backed up to the airplane. Two privates, transformed
into specters by rising heat waves, carried the bodies to the
Back at home a young wife waits.
plane’s cargo bay.
Her Green Beret has met his fate.
I placed the bagged remains three to a side, heads
He has died for those oppressed . . .
toward
the cockpit. The first five had been loaded and
—Staff Sgt. Barry Sadler (1966)
strapped down when the last one was brought to me. The
Captain Bracey, Mr. Stephens and I were headed home gum-chewing PFC who handled the trailing end of the last
to Vung Tau after a day-long parts route or “milk run.” I had stretcher looked up to me. “I told this joker to relax, to lay
finished putting the emptied cargo compartment of the Cari- back.” He chuckled at his own wit. “But he just ignores me.”
bou in order, stowed my cleaning supplies, and laid back to I chuckled, too.
A nearly visible stench preceded the body. The PFC told
relax. As I reread my latest letter from Myra Faye, I
me
he
had been killed by Viet Cong and had floated in a rice
hummed words from a recent Righteous Brothers song,
paddy
for several days. Rigor mortis, he guessed, had hardYou’ve lost that lovin’ feelin’, oh-oh that lovin’ fe-e-elin’–
ened
him
in the hot shallow water and the body bag had
Myra Faye and my relationship had been like an overmolded
to
his final figure. His arms were stretched out and
worked Army airplane, in the sky sometimes, on the ground
lots. And like Major Dint’s at Go Cong, our “landings” were bent as if hugging someone who wasn’t there, his knees
hard and damaging. This time was no different. I loved pulled up as if to prop a book for nighttime reading.
More than the other five body bags, angry flies swarmed
Myra—her brown eyes — her searching hands — her husky
about
this one, biting, buzzing, and ramming as they tried to
voice that used to urge me on in the back seat of my old blue
penetrate
the green plastic. They seemed drunk with the
Dodge. I knew why we kept breaking up — she was just so
stench
of
death, something I’d never gotten used to. I
hot and I wasn’t there . – and now it’s gone gone - gone and
I can’t go on, oh-oh-oh. I heard Mr. Stephens through my couldn’t breathe, even with my handkerchief tied around my
headset as he contacted the 1st Air Cavalry’s An Khe airfield. face.
I don’t know what Captain Bracey or Mr. Stephens
“An Khe tower, this is Gray Tiger 99, over.”
thought,
but I wanted to make the scene go away. I tried to
“Roger, Gray Tiger 99, go ahead.”
think
of
other things; how would I answer Myra Faye’s
“An Khe, we’re southbound through your vicinity.”
letter?
Whose
birthday was coming up? How bad was that
“Roger that, niner-niner. Got room for six dust-offs?”
Dustoffs was Air Cav slang for combat dead. “We’re outta oil leak on number two engine? Nothing worked.
I finished tying down the last body and sat next to it,
ice,” An Khe tower said. “Gotta send these boys to Saigon,
near
the cargo door, for a moment. Curious, like the swarmnow.”
ing
flies,
I leaned over and read his bag tag. He was a staff
“We’ll take ‘em, An Khe. How is it down there?”
sergeant
from
Seattle. Now, I can’t remember his name.
“Hotter’n hell.”
I
do
remember
trying for weeks to remove the stench from
We landed on An Khe’s semi-permanent runway, bulldozed from the coveting, suffocating jungle by Army Engi- the plane’s cargo compartment. I scrubbed the gray vinyl
neers. The air traffic controller was wrong about the heat. sides with bleach and polished the wooden deck. I replaced
Hell never got this hot. I was sweating even before we the decking. Nothing worked. The death odor never went
away. A month later, even Captain Bracey and Mr. Stephens
touched down.
The six dead soldiers, in olive drab body bags, were said they could still smell it. “Milk Run” is an excerpt from “Pizza
Mortars,” Bill Upton’s coming of age memoir that was published in
delivered on the bed of a deuce-and-a-half which the driver and
2004.
MILK RUN
Bill Upton
Propaganda Leaflet
Ca. 1966
57th Caribou 61-2384
Standing L to R
CPT Marshall Bracey
CWO-2 Mike Sele
1LT William Cherry
Kneeling L to R
SP/4 Del Friesen
SP/5 Stephen Pederson
Page 20
BROKEN CARIBOUS
Paul Stansel
In it's penny pinching wisdom, the Army's first purchase version of the Caribou
did not have reverse props. As a result of
that stupid decision, the 1st Avn Company
broke several aircraft by landing short or by
sliding off the end of the airstrip. Unfortunately, the largest helicopter in Vietnam in
this period was the H21. On a hot day it was
barely able to lift itself while empty. There
was no way to lift the broken Caribou and
get it to a maintenance facility until the
flying crane came in 1966.
The common practice was to leave the
damaged bird where it lay and contract with
Air Vietnam for recovery or to salvage parts
from another wreck and stick it on the
downed aircraft. This practice led to some
hairy moments when the recovered aircraft
made it's first take off after resting in a rice
paddy for several weeks.
One such mishap left a Caribou with
it's wheels torn off and resting on it's belly .
It was just far enough off the landing area
so we could continue to operate from the
strip. The airstrip was a small cleared area
on top of a hill near the border of Cambodia.
There were no U.S. troops in the area except
a Special Forces team.
Actual “Photoshopped” Photo
Air Vietnam sent a mechanic equipped
only with hand tools to make the aircraft
flyable. He hired some local labor and started them digging a big hole under the aircraft. As they dug, logs were stacked under
the aircraft to hold it off the ground. In a
period of several weeks, the hole was larger
than the aircraft which sat on a high pile of
logs in the center of the hole. The Air Vietnam mechanic then crawled into the hole
and jury rigged the wheels back on the
airframe. Of course the gear would not
retract nor would the nose wheel steer. The
digging crew made a ramp from the hole
bottom to the surface, and they slowly removed the logs, leaving the Caribou sitting
in the middle of a big hole on it's restored
landing gear. An elephant was backed
down the Ramp, hooked to the nose of the
aircraft in order to pull it up out of the hole.
The diggers then filled in the hole and used
the elephant to drag the aircraft back on the
airstrip.
Now comes the hard part! Who would
fly the thing back to Saigon to the Air
Vietnam maintenance shop? The pilot who
crashed it was "selected" and John Houser
volunteered to fly with him. The elephant
had positioned the aircraft at the take off
end and centered on the runway. They
cranked the engines, took a deep breath and
roared down the strip. When they passed
where I was standing, everything was flying except the nose wheel and both pilots
were pulling on the controls. It took off in
a nose low position and flew that way to
Saigon. It was eventually repaired and returned to the unit.
This was only one of 4 or 5 salvage
missions. The late John Houser had some
great pictures!!
ments later found himself at VungTau, Vietnam as the last commander of the 61st Avn.
Co. That became Col. Oakes most fondly
remembered tour during his 27 year Army
career. Unfortunately, part of his job at the
time was turning over his planes to the Air
Force, an issue best not brought up to him
to this day. He did, however, receive from
the Air Force an AF Commendation Medal
along with a Letter of Commendation. Col.
Oakes has always maintained thea the Air
Force couldn’t fly the Caribou as good as
the Army.
My own experience with the Caribou,
while much less than my father’s tends to
bear this out. I went to the 11th AAD in
1965 straight from Jump School, was assigned to the 1/187 Infantry and made a
couple of flights around Georgia including
one jump. I always found my Caribou
flights pleasant and smooth. While in VietWHO’S THE OLDEST PILOT?
nam in 1967, I had occasion to fly in an AF
Caribou; what a rough takeoff, rough flight
In the November
and rough landing. One shouldn’t form an
2008 Logbook, Ken Sulopinion after one flight, but that one has
livan asked, “Is there
stuck with me for over forty years.
any way to find out who
Col. Oakes health has declined in the
is the oldest living Army
last few years and he is living in an assisted
Aviation pilot? From get
care facility in Kankakee, IL. He has had
go, still vertical and
trouble with his legs due to ulcers that
above ground? “
wouldn’t heal, but thanks to a local doctor,
the ulcers and wounds are now gone. He is,
The following nominahowever, pretty much confined to a wheeltion was in the March 2009 Logbook. chair, but thanks to Tai Chi classes and
Frank O. Perry will be 90 in April 2009. I therapy mot to mention his own
don't know if he is the oldest but certainly “cussedness” he is starting to get up and
one of the oldest still kicking. Gene Dia- walk some.
mond
Mentally, Dad has “good days and bad
days” with more of the bad than good but
ANOTHER CANDIDATE
as long as his wife, Peggy Ann visits on a
regular basis he seems content with his lot
Dear Mr. Upton,
in life. His daughter and granddaughter
In the March 2009 issue of Logbook, also visit on a regular schedule. Since I
Mr. Ken Sullivan posed the question about don’t live close by, and am still employed
who may be the oldest living Army aviator. full-time, I’m unable to visit as often as I
I would like to place my father, LT/COL would like. Still, it is always a pleasant
Keith W. Oakes (RET) up for consideration. time when we do get together and he is able
Dad turned 90 on October 1, 2008 and as of to th talk about his time in the service. On
last Sunday, March 16, 2009 he was still good days he can remember and relate stoabove ground.
ries back fifty years ago.
Col. Oakes joined the Army Air Force
In closing, I will say that Col. Oakes
in 1943 and graduated as a fighter pilot and, still remembers most fondly his time in the
though he never saw combat in WWII, was 61st and above all, his favorite airplane, the
checked out and flew the P-40 Warhawk Caribou. Above his bed there are two
and the P-47 Thunderbolt.
pictures, one is a Thunderbolt and the other
After the war, Col. Oakes signed up is a much larger picture of a CV-2 Caribou.
with the Army National Guard in California Regards, John Oakes
and flew such planes as the L-4 and L-5.
His unit was activated for the Korean con- P.S. If anyone wishes to drop a line to Col.
flict where he flew FO missions in L-19’s. Oakes send it to me at: 440 W. Eugenie,
After that “police action,” he remained Apt 1, Chicago, IL 60614
on active duty and several years and assign-
Page 21
MAYBE I’M THE OLDEST
I have noted in the past two issues of the
Logbook a search for old Army aviators.
Perhaps I could submit my name to the
competition.
Since I started flying in the Navy in
1942, and spent four years flying the Pacific
in WWII, I should have an advantage over
most of the members of the Army OtterCaribou Association.
I am 91 years old, having been born
January 16, 1918, still vertical and above
ground and doing quite well. Eating three
meals a day and volunteering three days a
week at an old people’s home.
Just thought I'd submit my name if
you are making a list. Lt.Col. Kenneth W.
Lundeby, USAR. (formerly CW-3 US Army)
REWARD PROGRAMS
For Retirees Vets and Active Military
The latest issue of the Army ”Echoes” publication for Army retirees mentions the
availability of discounts for active and retired military members, reservists and National
Guard members. The military welfare organizations have set up an agreement with the
International Cruise & Excursion company (ICE) which offers discount prices, rewards,
and online bookings. This can only be done online and a link to their web address is
below. For those that don’t get “Echoes” you can sign up at the link below. Bob Tagge
http://www.govvacationrewards.com/
http://www.armyg1.army..mil/rso/echoes.asp
If a cruise has been on your vacation horizon for a long time, now’s the time to act.
Thanks to an agreement between the Army’s Family and MWR (Morale, Welfare and
Recreation) Command and International Cruise & Excursions (I.C.E), one of the
country’s top cruise wholesalers with 46 cruise lines originating in ports of call around
the world, it’s now cheaper and easier to take to the seas. The program, “Government
Vacation Rewards,” offers discounted prices, rewards points and online booking. According to COL (Ret.) John R. Cully, I.C.E. vice president, this program enables National
Guardsmen, reservists, and retirees who do not live near an installation to take part in
discounted travel. Family and MWR programs on installations benefit when retirees and
others registering identify the installation closest to them (even if that installation is far
away).
For more information, go to http://www.govVacationrewards..com. This program is
available online only. Cruise and other vacations program information is available at
most Army, Navy and Marine Corps Garrisons through the on-base ITR (Information,
Ticketing and Reservations) /ITT offices.
DISNEY DISCOUNT: Retirees see Armed Forces Salute at:
www.disneyworld.com/military.
Link to Armed Forces Vacation Club:
www.afvclub.com
Two little old ladies were attending a rather long church service.
One leaned over and whispered,
“My butt’s going to sleep.”
“I know,” replied her companion, “I
heard it snore three times.”
You are eligible to participate in the Armed Forces Vacation Club if you are 21 or older
and a:
Member of the United States Uniformed Services (Air Force, Army, Coast Guard,
Marine Corps, Navy, NOAA, USPHS; active duty, and both active and inactive Reserve,
Auxiliarist, and National Guard) or an adult dependent.
Retired Member of the United States Uniformed Services (Air Force, Army, Coast
Guard, Marine Corps, Navy, NOAA, USPHS, Reserve, Auxiliarist and National Guard)
Spouse or child (21 or older) of an active or retired member of the United States
Uniformed Services (Air Force, Army, Coast Guard, Marine Corps, Navy, NOAA,
USPHS, Reserve, Auxiliarist and National Guard) AND have a current DD Form 1173,
United States Uniformed Services Identification and Privilege Card.
Civilian employee of the DoD or a United States Uniformed Service (appropriated,
non-appropriated, or retired).
Foreign exchange service member on permanent duty with the DoD.
American Red Cross personnel serving overseas with the U.S. Military.
DoD Dependent School teacher.
Disabled American Veteran rated @ 100% with a valid United States Uniformed
Services Identification Card.
Contractor working on a military installation and in possession of an ID card issued
by the installation.
Page 22
Excerpted from a BE YOUR OWN INSPECTOR manual published by PS Magazine
Reet, solid, like real far-out . . . this M85.
Ask anybody who's got one.
Yessir, this automatic belt-fed cal
.50 baby's born to the mission. Zero her in
at umpty hundred meters and she's a superduper snooper popper. Open 'er up on the
line and she'll mince the menace.
That M85 up there in the M19-type
cupola is a tanker's dream gun. Easy to
operate, quick on the change-over, simple
in design, she's lots easier than most to
keep happy.
Here's a handy inspection and PM
tipsheet you can use while field-stripping
your weapon this week. Get the habit of
ogling her this way every time you strip 'er
and you'll come out ahead all around. And
while you're stripping your baby, be real
careful you don't lose anything . . . especially little things like pins, springs and retainers.
The items in bold type are the ones
that need pronto attention. If you can't take
care of them yourself, get your armorer to
lend a hand.
AND NOW. . .
ON WITH THE
SHOW.
CARIBOU CHRONICLES
Major William G. Hooks and Captain Ernest A. Smart
FERRY MISSION —
(Reprinted from the June 1964 U.S. Army Aviation Digest)
This article (printed in two parts) offers guidelines which may be
helpful to units ordered to deploy one or more aircraft overseas. It is of
special significance to Army Aviators, since Army aircraft have shorter
ranges than those of other services and consequently, must stop at foreign
civil airports. Information contained is based primarily on the deployment of the 1st Aviation Company to the Far East, but also includes data
obtained from records of previous ferrying missions and from discussions with aviators having personal experience in this type of operation.
Continued on next page. . .
Page 23
Ferry Mission (Continued. . .)
(Part One)
U
PON RECEIVING orders to deploy a
unit's aircraft overseas, certain responsibilities should be delegated to key personnel. A flight leader should be appointed.
He should be senior in rank, highly experienced, and if possible have completed a
similar mission previously. All final decisions will be made by him. A competent
assistant flight leader also should be named.
Other key personnel include:
• The flight planning officer, who will
prepare a navigation log to be used as a
basic plan for the completion of the mission.
He also provides navigational charts, coordinates, weather and flight plan briefings,
determines fuel loads based on International Civil Aviation Organization (ICAO) minimums, and establishes and accomplishes
in flight revisions of points of no return.
• T h e maintenance officer, who advises
the flight leader of the status of all aircraft,
ensures that maintenance requirements are
met, and coordinates solutions of all maintenance problems.
• The refueling officer, who procures
POL products and supervises the servicing
of all aircraft so that it is done safely and
expeditiously.
• The transportation officer, who arranges transportation for all crew members to
and from mess facilities, billets, and other
points of interest or welfare. At civilian
fields in foreign countries transportation is
best obtained through the American embassy.
• The communications officer, who
sends required arrival and departure messages and coordinates all other communications needed to complete the mission.
• The passport officer, who ensures that
all passports and visas are in order. Visas
are subject to change and a check should be
made with American embassies en route.
• The customs officer, who must be familiar with regulations outlined in the Foreign Clearance Guide (which can be
obtained from the U. S. Army Information
Flight Office, Washington 25, D. C.) . He
can anticipate vigorous inspections at certain ports of entry and should have all mem-
bers of the flight thoroughly briefed on
customs procedures.
With the appointment of the control
officers listed above, the alerted unit should
direct its efforts toward training. As in any
other case, if adequate training is accomplished, the likelihood of a successful mission is greatly enhanced. Important subjects
to cover while training for overseas deployment include navigation, performance
charts, ATC procedures, survival and rescue procedures, etc.
The crew members of an overseas
flight also should know something about
customs in countries they will visit. When
personnel are to stay in a country for an
extended period, training should cover history, culture, transportation systems, communications systems, religious history,
terrain, weather, and similar subjects. Much
of this information can be found in the
Foreign Clearance Guide.
PLANNING FACTORS
As in most situations involving deadlines, the principle of backward planning
applies to the ferry mission. The flight commander should prepare a checklist similar
to that shown in figure 1. It might also be
advisable at that time to appoint a liaison
officer to work with higher headquarters. If
time is not a critical factor, a liaison officer
might not be needed.
During the initial planning phase it
must be determined if all of the aircraft will
be moved at once, or in flights, or as single
aircraft at certain intervals. Where a large
number of aircraft are concerned it is usually best to break the company down into
flights. Under VFR conditions the size of
each flight has little meaning. If a loose
formation is flown, the fatigue factor is
negligible. It is under IFR conditions that
problems arise. When the remotest possibility of IFR conditions exists, an instrument
flight plan should be filed before departure.
This means aircraft will depart at intervals.
If IFR conditions are encountered while in
flight in formation, a prepared SOP should
be followed. A formation of five or fewer
aircraft in actual instrument flight is feasible. An escort aircraft with monitoring radar can control a small flight under IFR
conditions.
Even with the most modern forecasting
facilities, weather changes en route can be
much worse than forecast. Flights proceeding on a VFR flight plan can run into
IFR conditions beyond the point of no return and when an ATC agency is not available to provide an IFR clearance. The flight
must resort to a prepared plan that will
allow it to proceed.
Personnel comfort is an important factor to consider before departure. When
space and mission permit, extra crew members should be carried to help spread and
lighten the workload — thereby reducing
the fatigue factor.
When Caribou are ferried, it is recommended that two crew chiefs be carried.
This results in more expeditious handling of
post-flights, security assignments, refueling,
maintenance and similar requirements.
On accelerated moves, three pilots
should be assigned each aircraft. This allows one to rest while two fly and also
covers the eventuality of one becoming ill —
a problem encountered on previous ferry
missions when only two pilots were assigned to each aircraft. If extra pilots are
unavailable, a list of Army Aviators sta-
Maj Hooks is CV-2B Flight Commander, Dept of Advanced Fixed Wing Training,
USAAVNS. Capt Smart is attending the Armor Advanced Course, Ft Knox, Ky.
Page 24
tioned along the intended routes and qualified in the aircraft being ferried should be
prepared before departure.
Lengths of flight legs vary among missions. But various plans should be carefully
considered. For example, compare the 8hour flight, 6-hour rest plan with the 6-hour
flight, 4-hour rest plan. Over a 70-hour
period the 6-4 ratio gets you to your destination 2 hours sooner, but it also has disadvantages. While the 6-hour flight leg is good to
prevent fatigue, the 4-hour rest period
proves inadequate on a long ferry mission.
Upon landing, aircraft must be refueled,
crews fed, and at some ports rigorous customs inspections encountered. This usually
leaves less than 3 hours for rest and sleep.
The 8-6 ratio generally allows at least 4
hours of rest.
Obviously, one ratio could never be
strictly maintained during an entire ferry
mission, but it is wise to pick one and
follow it as closely as possible.
Latrine facilities are among the more
important factors to consider while planning for personnel comfort. Because of its
size, the Caribou can accommodate portable toilet facilities. On previous flights
crew members suffered unmercifully with
diarrhea and dysentery, the primary causes
of discomfort on long ferry missions. While
latrine facilities mean additional weight,
they result in a more alert crew and enhanced safety of flight. Obviously, certain
Army aircraft cannot carry latrine facilities,
but anything that can serve the same purpose is desirable.
Examples of other items that make a
more restful and safe flight (or that can be
used in event of emergency) include cans of
fresh water, C-rations, sleeping bags, air
mattresses, and Thermos jugs.
A must in the planning of a ferry mission is the Foreign Clearance Guide. Available in classified and unclassified editions,
it contains such information as how to obtain permission to enter, land within, or
overfly countries; a list of foreign clearing
bases; instructions relative to the need of
passports and visas; money exchange procedures; disinsectization procedures; and
medical immunization requirements.
Back to Vietnam. It’s Phan Thiet and my
beloved L-19 Birddog. Camouflaged,
smoke bombs under each wing to drop and
How many of you AOCA old timers guide the big boys in for Air Strikes
remember and/or flew this bird. She was a
sweetheart to those of us fortunate enough
to have flown her. Tail #57-3082 preparing
to taxi at Allen Army Airfield, Fort Greeley,
Alaska 1969.
Part II of this article will be printed in the
July DIGEST. It provides pertinent information on maintenance, navigation, communications, rescue and survival, medical
considerations, and other helpful hints of
value to all Army Aviation units with a ferry
mission. — Editor
The Caribou de-icers needed to be activated by a switch on the control panel and
then would inflate/deflate in a predetermined sequence. If you remember, we used
the de-icer pumps to transfer fuel from the
bladders to the wings on the flight to VN so,
in that instance, I think they would have
been useless for de-icing.
And, yes, they did work, if I remember
DOWN MEMORY LANE
By Russ Edwards
DE-ICING ON THE CARIBOU
Dear Bill, I was trying to remember if
the wing boots on the Caribou were automatic or manual. Problem with age, I guess.
I do, however, remember an icing inciTwo photos below show her before being dent those many years ago. We were flying
painted Army colors and after. Assigned to a long-range test flight from Benning with
Arctic Test Center August 1960 - returned the fuel bladders trying to see if we could
to Fort Rucker 1975 - assigned to support keep the airplane in the air for at least 24
Army's Golden Knight Jump Team 3/13/75, hours. It was myself and a CWO 3 (thank
transferred back to Army 3/7/80 - Retired God for him). Somewhere over Minnesota,
1985 and now on display at Linear Air Park, the Dakotas or Montana I noticed our airDyess, TX.
speed slowly dropping off.
Since there never seemed to be two
people paying attention to the airplane at
the same time, I poked him and asked what
he thought would cause that. Right away,
he said, "Icing!" What a scary word. I'd
never been in icing conditions and our training was very limited in that area. Immediately, he began to cycle the props and I will
never forget the rat-a-tat of the ice slamming into the fuselage. Sounded like a
damn machine gun going off.
But I can't remember about the boots
and whether we had to manually cycle them,
if they were automatic, or if they even
worked. The damn cabin heater sure didn't.
Here again, below, our old work horse 57- So, given my limited mental capacity, I
3082 at Point Barrow, AK, about as far thought I would turn to an expert for clarity.
north as one could go. You might recognize And obviously what brought back these
a couple of these guys. In the orange flight memories is the crash last week outside of
suit CWO, later accepting a commission as Buffalo. Now they're saying the plane was
Captain, Dave Jackson. Far right facing us, on auto-pilot against flight safety rules.
LTC Joe Gallagher
Well, we didn't have that little convenience
to get in our way, did we? Paul Enright
UPTON REPLIES
r°
Page 25
right there was a testing sequence that we
crew chiefs went through to make sure they
worked. Never used the heaters in a Caribou. I always thought they were dangerous.
Bill Upton
ENRIGHT AGAIN
Oh, I forgot that. That was the only
incident where we encountered icing. Now
that you say we used the de-icing pumps for
the fuel transfer, I remember that we immediately called for a altitude change and got
down under the conditions. But there had
been no pilot reports before then of icing. I
just couldn't remember how we dealt with
the wing ice. And, for sure, the deicing
boots would have been inoperative.
Oh, those damned cabin heaters. I don't
know if they were safe or not because most
of them didn't work. I flew a Caribou up to
Montreal in the winter. Crossing over Lake
Erie, we almost froze to death. My feet
were so cold when we landed, I had to put
the back deck all the way down and ease off
the deck to the tarmac. Couldn't feel my
toes and they hurt like hell. I was afraid
they'd break off if I landed too hard. Lots
of fun stuff back then. Paul Enright
AUSTRALIA RETIRES CARIBOU
A sad comment to a grand old plane and fellow
Air force service retirement of the DHC-4 Caribou Australian Department of Defense Feb 20, 2009
service in Vietnam, humanitarian relief in of gratitude we owe to the men and women
Kashmir, Cambodia and Papua New Guin- who have supported the Caribou for so long
ea and also in support of peacekeeping by providing a means for them to maintain
operations in the Solomon Islands and East their skills and streamline their transition to
Timor.
a more modern and capable replacement
Despite its outstanding track record, aircraft.”
the Caribou is now well beyond its sustainThe King Air is a modern aircraft with
able life of type. The Caribou fleet suffers digital avionics, advanced displays and navfrom corrosion, fatigue and obsolescence igation systems and turbine engines, that
issues that make them increasingly difficult will assist in transitioning 38 Squadron
and costly to maintain.
aircrew and technicians to the more modern
“Air Force is struggling to achieve four aircraft types being considered under Projto five serviceable aircraft at any one time,” ect Air 8000 Phase 2.
Mr Fitzgibbon said. “In fact, it is a tribute
“Our nation is extremely proud of the
to the outstanding work of 38 Squadron magnificent service that the Caribou has
aircrew, technicians and support personnel provided to the Royal Australian Air Force
that the Caribou has been able to operate as over the past five decades. While there may
long as it has.
be some who are saddened to hear of the
“The reality is that a decision should Caribou’s impending retirement, even the
have been taken a long time ago on acquir- most vocal supporters of the Caribou will
ing a tactical airlift capability to replace the agree this decision is long overdue.”
Caribou. The Government has been left
“The men and women of 38 Squadron
with no other option than to rectify yet have been waiting for many years to know
another shortcoming we have inherited in what the future holds. Today’s decision
transition planning across our entire Air gives reassurance to them that the GovernForce fleet,” Mr Fitzgibbon said.
ment is very aware of both the challenges
they face in trying to sustain such an ageing
aircraft and the career management uncerRAAF 38 Squadron Caribou ca. 2007
tainty that has been unnecessarily forced.
ENQUIRING MINDS
WANT TO KNOW
In my years of doing Caribou things I
have never heard of anyone landing a Caribou on an aircraft carrier - so if anybody
has heard - or has done it - please let us
know.
Thanks, Bruce D Silvey
The Minister for Defence, the Hon.
Joel Fitzgibbon MP, today announced the
Government has accepted the reality that it
Project Air 8000 Phase 2 plans to delivwill be necessary to bring forward the retireer
a
Tactical Battlefield Airlift capability
Some Caribou Landings
ment of Australia’s remaining thirteen
for
the
Royal Australian Air Force to reand Other Things . . .
DHC-4 Caribou aircraft to December 2009.
place
the
Caribou
in
2013.
“The Government has been left with
“Options for bringing forward the
Thanks to those answering - most enlittle choice but to retire the Caribou and
schedule
on
this
project
are
being
considlightening
- illuminating and other thoughts
has reluctantly agreed to do so despite the
fact that poor planning by the former Gov- ered as part of the White Paper process,” come to my mind. . .
ernment has denied us the opportunity to Mr Fitzgibbon said.
As an interim measure, a leased fleet of
NASA did, There are some videos at
produce a replacement aircraft before 2013,”
five
additional Hawker Pacific B300 King Kennedy showing one taking off of a carriMr Fitzgibbon said.
“After 45 years of tireless and distin- Air aircraft will undertake light air transport er. John Williams and I saw it last time we
guished service with the Royal Australian tasks. These aircraft will be phased into the were there. Lots of years ago. Floyd Burks
Air Force, the Caribou fleet is suffering Townsville-based 38 Squadron as the CariWhen the 134th was in San Francisco
badly from a range of ageing aircraft issues, bou is progressively retired toward the end
and contains asbestos parts which I am of 2009. Three King Air 350 aircraft, cur- going over, I understand the Enterprise was
determined to weed out of the Defence rently operated by Army, will also be trans- between Pearl Harbor and San Diego.
ferred across to 38 Squadron.
When contacted, it supposedly replied that
Force.”
“The interim King Air lease will help it would radar vector us to the ship and give
The Royal Australian Air Force took
delivery of its first Caribou in April 1964. Air Force minimise the adverse workforce us clearance to ditch along side.
It is also my understanding that during
The Caribou has a proud 45-year history of issues that result from allowing gaps to
develop
in
transitioning
aircraft
fleets,”
Mr
the
Dominican Republic deployment in
supporting Australian Defence Force operaFitzgibbon
said.
1965
Army helicopters landed on carriers
tions, throughout the South West Pacific
“It is important that we honour the debt routinely without incident until the Navy
and in South East Asia, including active
Page 26
found out the pilots were not “carrier qualified.” It then, according to legend, stopped.
We were not carrier qualified and had no
hook. I doubt the Navy would have permitted it if the carrier were in dry dock. Arthur P. Roy
with the Navy to fly a couple of Caribous to
Mayport Naval Air Station and land them
on the carrier that was tied up there, so that
measurements could be taken and the Navy
could observe our capabilities.
I cannot remember if one or two Caribous flew to Jacksonville, but I am sure that
USS Lexington, CVS-16, Atlantic avi- one aircraft did, because I was flying it.
ation training carrier, early 1963. While When we got within range, we could not
TDY from 62nd Avn Co, Ft Benning, GA, raise the ship with the frequency that had
to support CV-2B Instructor Pilot School, been given to us, so we circled a bit and
Ft Rucker, AL, we (I was the crew chief) called the airfield tower. They informed us
were tasked to fly out of Saufly Field, Pen- that when a carrier was in port, they consacola Naval Air Station, FL, to conduct trolled the traffic, and cleared us to land.
feasibility tests for Caribou carrier operaThe landing was routine, although we
tions. The pilots were Mr. David Fairbanks, wondered during the approach how much
De Havilland of Canada Test Pilot, Capt traction the deck offered (It was better than
Otrie Barrett, 62nd Avn Co, Capt J. Clinton, grass). We taxied around a little on the deck
62nd Avn Co., and a Ft Rucker Caribou before we parked. We were not privy to the
school instructor pilot - name forgotten (he deliberations, but were given a tour of the
drove a black Triumph TR-3). In addition, ship, and after a couple of hours we flew
there was an Army major project officer back to Benning. We learned later that the
from Special Forces Command, Ft Bragg, aircraft had too great a wingspan for the
NC. We came aboard, un-arrested, and took ship's elevator, and only 17 aircraft would
off multiple times over a two day period.
fit on the deck. So, this led to the testing of
Note that most of the above is extract- the ferry system (which included the ditched from my logbook and not from my ing six miles from San Juan), and ultimatememory! Philip T. Smith
ly to the ferrying of 144 Caribous across the
Pacific.
I do remember lining up on final apI would guess that this carrier landing
proach to the Kitty Hawk, parked in the was made shortly after the Air Assault exerSouth China Sea, just off Qui Nhon. We got cises ended, in the early fall of 1964, but
down to 300 or 400 feet, then waved our- my memory is hazy. I can't even remember
selves off. Guess that doesn't count, but we who my copilot was or whether there was
ALMOST landed! Got chewed out by Len as second aircraft, but some things (like a
Ballard when we put it back on the Qui carrier landing) you don't forget. I hope this
Nhon tarmac. Seems the Captain of the jogs the memories of others that were in the
Kitty Hawk called him directly. Boys will 17th at that time. John (Jack) McEwan
be boys. Dave Hume
In regards to Army helicopters landing
This is not what Bruce asked about, but on Navy carriers – in April 1963, selected
the 18th had an assigned mission for a U-1 UH-1 pilots from the Air Mobility Co.
to land on a carrier just after several VC (later A Co.) of the 101st Avn Bn. 101st.
attacks in II corp. It occurred in Mar 1965 Abn. Div. were sent TDY to Oceana NAS,
and originated from Pleiku with an Air VA for carrier qualification. I don't rememForce LTC and involved a landing to pick ber how many went but the Navy didn't like
up navy personnel in Nha Trang. No flight us because we did not have rotor brakes on
plans filed. Only given destination(s) once our "helos." Pitching decks make for floppy
airborne. Leaving Nha Trang due east, ap- rotors when shutting down. As I recall, we
proximately 0230, we were given radio and did not shut down the engines, but flew
nav frequencies. The mission was canceled back and forth to Oceana for fuel and at the
prior to landing, but within (distant) visual end of the training sessions. Tommy Huntcontact with the carrier. Dropped the paxs er
at Nha Trang. Later heard they were FAC's
for going north. Paul Herrick
I'm sure that Bruce is aware that the 1st
Avn. Co. (FWLT) was given that mission in
During the planning process for mov- 1962, while stationed at Korat AFB, Thaiing the 1st Air Cav Division to Vietnam, land. Two A/C with crews were dispatched.
the 17th Aviation Company was given the We made the flight to Taiwan, but spent
assignment of determining how many Cari- what felt like two weeks waiting to particibous could be loaded on an aircraft carrier. pate in the test. It was canceled, and I know
10th Aviation Group made arrangements not why. I'm sure that someone knows why.
Ask Bill Hooks, he might have learned
why! Chet Wilson
As I recall, Dave Fairbanks was the
DHC chief test pilot, in the early 60's. I
think he was the guy flying a testbed, when
the yoke came off in his hands. He was said
to have exited the aircraft with his parachute, through the cockpit "well", still holding the yoke! Supposedly, he marched in to
the DHC board room with the yoke, raising
hell about QC! Dave Hume
Some Marine memories from Bruce’s cousin, the
retired LTC, USMC, flying CH-46s.
Taking nothing away from these guys
but landing a helicopter on a pitching deck
isn't a bowl of cherries either. I joined the
squadron overseas at N.A.S. Cubi Point, P.
I. as the fleet was hastily departing port to
avoid a typhoon. The seas were rolling at
twelve to fifteen feet and the carrier I was
on was pitching like a row boat but I had to
receive my carrier qualifications as the only
FNG, new guy. So, I was dispatched to get
my quals in.
It was windy, rainy, a tossing deck and
starting to get dark. We took off and returned to the ship. On my first attempt I
probably touched the deck with one wheel
or another twelve to fifteen times before
getting all three to meet with the surface.
My HAC, Helicopter Aircraft Commander
AKA Pilot, Captain (at the time) Chuck
Reeves sat there very calmly throughout the
ordeal. I'm getting sweaty palms on the
controls. Then he gave me a couple of hints.
The most important I remember was what
he said, "Once you feel one wheel touch the
deck, bury the collective." And boom I
picked up carrier landings in one easy lesson. I was so impressed that I still remember this decades later. I think I got my
required quantity of landings pretty quickly
after that and we retired the A/C for the
night.
Chuck and I have talked about this and
he doesn't even remember what a positive
impact he had on my ability to carry out a
year afloat. I never had a concern about
landing on an aircraft carrier following that
experience though night landings with no
deck lights would get that "pucker factor"
in gear. Dana Silvey
Back about 1969 the Navy tested resupply of carriers using a C-130. This was
done by allowing engines to be reversed
just prior to touchdown and using JATO
assist for takeoff! As I understand all went
well however as they added loads to the
130 the ships draft changed considerably
Page 27
and was never accepted. The flight engineer was one of my instructors when I
attended FE school years back. Don Rickel
They played with this on a carrier, but
it was hardly a Caribou; it was a highlymodified Buffalo with a shortened wing
and four top-mounted jet engines. Boeing
did the mods for NASA as part of their
QRSA (Quiet Short Haul Research) program. Peter Bird C-7A Association
ANDERSON PINNED
Thanks for the new life member and 20
year pins. It was a nice surprise. I also just
received my Logbook and I don't know
how you and Bill Upton can come up with
such a fabulous Logbook time after time.
The stories never seem to run out. Keep up
the good work! Ron Anderson
SPECIAL DELIVERY
Submitted by Terry Love
I was ferrying a factory-fresh Caribou
to Vietnam. I was almost to Vietnam on my
last leg from Clark AFB, uneventfully,
when I contacted Cam Ranh Bay AFB approach about 50 miles offshore. They asked
me if I could authenticate by giving the
secret password of the day. I could not,
since I was coming in from out of the country and I was not briefed on its need. Cam
Ranh Bay AFB then scrambled the twp
alert F-4s Phantoms to come out and identify me. I was on the same frequency as the
F-4s as they came to intercept me in my
Caribou. They were test firing their guns
(SUU-20 gun pods) and whatever else they
do. My co-pilot, who was fairly new, just
knew that they were going to shoot us
down! I knew they wouldn't, and tried to
console him, but to no avail.
and everything down will REALLY fly
slow! With a strong headwind, a Caribou
will almost HOVER!!
My co-pilot begged me not to do it. He
was still terrified that they would shoot us
down. The F-4s came back again. They had
flaps and everything hanging down to slow
down, but they were still too fast. The same
conversation then occurred between the
two pilots in the F-4s. I saw a small cumulus cloud ahead and decided to go into the
cloud and orbit at about 50 knots with full
rudder. I am SURE that I appeared to be
hovering to them.
Now they were really confused. I still
had not said anything to the F-4s over the
radios. Soon, one of the F-4s said, "We
cannot go until we get his tail number. I do
not know what to do. Nothing in the book
about this." To ease their predicament, I
asked them if they wanted me to give them
my tail number so they could go home.
They said a very loud "YES!" and they were
ever so thankful. As they left us, they did an
aileron rolls as their flaps came up and they
lit the afterburners, and quickly disappeared. Approach control at Cam Ranh Bay
AFB instructed us to land and report to the
Base Operations Officer. We did, and he
really read me the riot act!! He informed me
that he could make me pay for the fuel that
the F-4s used (they are known gas-guzzlers), all because I did not know the secret
password of the day. I apologized tonguein-cheek.
We knew that I was a civilian, he was
military, and he could do nothing about it,
especially after he found out that I was Air
America. He knew that all I had to do was
to make a phone call and everything would
be taken care of. I looked up the F-4 pilots
later, and we had a good laugh over it all.
Another successful mission!
Larry LaVerne, pilot, US Air Force/ Air
America/ retired United Airlines.
Speaking of landing helicopters on
ship decks, I was in the Dom Rep fiasco as
the Avn. Off. for the XVIII Abn Corps (on
an rotational basis with Nicholas Psaki and
Charlie Leeds). One day the command
chopper pilot asked if I wanted to fly out to
the local Navy ship just off the coast and I
answered in the affirmative. We actually
had a mission flying out there on a regular
basis for the Corps and Army commander
(one and the same) The pilot was Floyd
Weaver, a big tall guy who was also a pilot
I have a great idea!
in the 1st Cav. Being fixed wing only I was
intrigued by the opportunity.
The mission? To take the CG's laundry
out to the ship and pick up what had been
dropped off the day before! No wonder he
was always starched looking when the rest
of us hung ours out the window of our hotel
which was a rundown wreck with no operable A/C.
I remember stepping off the chopper
The above story is reprinted from the book
and was barely able to stand up as the deck
was rolling about so much. Floyd didn't
Suddenly, the two F-4s came scream- "Wings Of Air America" by Terry Love. Book is available from Schieffer Publishing,Ltd., Atglen, Pennsylvaseem to notice when he landed. It was ing by from our 6 o'clock position and just nia.
perfect. Frank Jones
above our cockpit. That did get our attention! We were doing about 110 knots, and
I remember that it was late in the day
BRUCE “FOUND OUT!”
they must have been doing almost 500 and raining, and we were returning to
knots. The lead F-4 asked his wingman, Saigon when an Air America Caribou flew
I think I'm finally on to Bruce. When "Did you get his tail number?" The wingman up along side. Since I was in the right seat
things get slow at the Exec VP desk, he just replied, "No, he was too slow." The lead on this leg, and I had my camera along, I
pulls out his list of improbable things to do pilot said, "Let's go around and try it again." had time to snap this picture, and crack a
with a Caribou and sends out an innocuous Now I had a great idea!! Since we were quick joke when he came up on guard
email then waits for the replies to flood in. almost to Cam Ranh Bay, we were really frequency. See photo. Terry Hamby
I know Bill Upton makes him fill a certain light - no cargo, a little fuel. So I asked the
number of column inches in each Logbook, new co-pilot for full flaps, and landing gear
but this is cheating. Dick Antross
down. I was going to slow down to almost
50 knots, and have some fun with the F-4s.
An almost empty Caribou with full flaps
Page 28
ROCHESTER MINNESOTA REUNION
AUGUST 26-30, 2009
YES, THE REUNION THIS YEAR IS IN AUGUST! Most of you will check in on Wed. Aug 26TH and check out on Sun. AUG 30TH. For
those wanting to come early and stay longer we have arranged a few rooms for that purpose so you can come as early as AUG 22ND
and stay until SEP 2ND for the same hotel rate.
HOTEL INFO - The reunion will be held in the Kahler Grand Hotel (not to be confused with the nearby Kahler Inn and Suites). The
Kahler Grand is located in downtown Rochester and features 700 deluxe guest rooms and suites, five restaurants and lounges as well
as a unique domed rooftop pool. Guest rooms include internet access, coffee maker, iron and ironing board. Built in 1921 this historic
and stately hotel is connected to the Mayo Clinic Complex and shopping via pedestrian subway and skyway systems. RATE: $89.99
plus 11% tax. FREE PARKING in attached public parking facility.
RESERVATIONS are the RESPONSIBILITY of the individual. CALL 1-800-533-1655 and use ATTENDEE CODE AOCA
ONLINE LINK: https://reservations.ihotelier.com/onescreengroup.cfm?hotelid=13349&languageID=1
THE DEADLINE FOR HOTEL RESERVATIONS IS AUGUST 4TH
Kahler Grand Hotel
20 2nd Ave SW
Rochester, MN 55902
TRANSPORTATION - Fly direct to Rochester (RST) or Minneapolis / St. Paul (MSP) and arrange for ground transport to Rochester (1.5
hour drive) www.gorochesterdirect.com/. Link to group portal : http://rochesterdirect.hudsonltd.net/res?USERIDENTRY=AOCA&LOGON=GO
The discounted fares are $27 one way and $52 round trip. (Full fares are $29 one way and $55 round trip) The hotel DOES
NOT provide a free shuttle service from the Rochester Airport. Cab and shuttle bus service to the hotel is available. By Yellow cab:
$22 - $25. Shuttle: $11.50 per person. Taxi/shuttle reservations are not necessary but can be made for both by calling 1-507-282-2222.
REGISTRATION COST: Covers normal reunion expenses and hospitality room: $25.00.
WED
THU
FRI
AUG 26
AUG 27
AUG 28
Registration, Hospitality Suite, Self Tours, Executive Board Meeting
Tours, Hospitality Suite, Hotel Welcome (Hors D’Oeuvres)
Tours, Golf, Hospitality Suite, Mediterranean Theme Night Mediterranean Theme Night
will include a light meal of Greek gyros, Greek salad, baklava with entertainment provided by
Julianna (a belly dancer) Cost will be $20 per person. Hospitality suite will be open following the
theme dinner and entertainment. Drawing for raffle/door prizes
SAT
AUG 29
Morning: General Membership Meeting Followed by memorial service at the Veterans
Memorial. The Memorial is about six blocks from the hotel. Transportation will be provided for
those who cannot walk.
Afternoon: Lunch available at the VFW, located on the walking route back to the hotel,
following the Memorial Service. The rest of the afternoon is open time for self tours
Evening: Cash Bar, Dinner Banquet, Speaker and Entertainment (Swing Street Band)
Meal options shown on menu following and on registration form
SUN
AUG 30
Farewell and Departure - see you next year in Columbus, GA
GENERAL TIMELINE
TOURS
Two Bus tours offered - on both Thursday and Friday
$45 per person for each tour includes all entrance fees and admissions but not meals.
(We will do our best to schedule you for the tour day you select but we reserve the right to reschedule if necessary.)
Thu. Aug 27 and Fri. Aug. 28 Both tours offered are all day tours 8:30 am to 4:30 pm.
Tour #1 Mississippi River Tour - The Upper Mississippi River Valley and Great River Road are rated among the top scenic drives
and destinations in America. We’ll journey through hardwood forests and picturesque farmland to historic river towns, charming villages,
and stunning bluff-top overlooks. Our many interesting stops will include several historic main streets, a magical toy shop that is one of
the largest in the country, The National Eagle Center, wildlife refuges and state parks, and beautiful Lake Pepin. We’ll enjoy a delicious
lunch on the patio of a charming and historic Wisconsin creamery.
Itinerary:
Depart Kahler Grand Hotel for a scenic journey through historic Zumbro River Valley with stops at Arrowhead Bluffs Museum & a scenic
Blufftop Overlook. Next to LARK Toys & Carousel in Kellogg then to National Eagle Center – Eagle feeding/Group Program – Wabasha,
MN. Then over to Nelson Cheese Factory and lunch in Nelson, WI followed by a stop at Lock and Dam #4 and Buena Vista Park in
Page 29
Alma, WI. Next, a scenic drive along Lake Pepin, a natural 22-mile Afternoon – Amish Country Tour
long reservoir of the Mississippi and on to Lake City Marina in Lake * Scenic Drive through Trout Run Creek Valley
City, MN, and finally return to the Kahler Grand Hotel
* Alton Bontrager – Amish Buggy-Maker
Tour #2
Rochester City Tour & Amish Country Tour - Relax and enjoy
this entertaining and informative tour featuring all of the “MedCity’s” major historic, cultural and architectural sites. This tour
offers an overview of Rochester’s fascinating medical history along
with the Mayo family’s ties to pioneer, Civil War and Indian history.
Amish Country Tour – Immerse yourself in the timeless
culture of the Old Order Amish as we journey down roads
less traveled through Minnesota’s largest Amish settlements.
This enriching, scenic tour affords the opportunity to observe
and learn first-hand about the Amish way of life, hear the
clopping of horse-and-buggy, view one-room country schoolhouses, and chat with Amish farmers and families.
Itinerary:
Morning – Rochester City Tour
* Depart the Kahler Grand Hotel
* Downtown Rochester/Mayo Clinic Campus
* Assisi Heights Convent & Chapel
* Soldier’s Field Veteran’s Memorial
* Foundation House – former home of Dr. Will Mayo
* Pill Hill Historic Residential District
* Plummer House – former home of Dr. Henry S. Plummer
* St. Mary’s Hospital/Mayo Clinic - Heliport & Hangar
* St. Mary's Hospital Chapel
* Mayowood Mansion – former home of Dr. Charlie Mayo
Midday
* Lunch at a country restaurant featuring made from scratch
meals.
* Jake Yoder – Harness & Saddle Shop
* Daniel Gingrich – Furniture & Woodworking Shop
* David Yoder –Yoder Wagonworks
* William Yoder – Organic Produce Farm
* David Yoder – Hillside General Store
* Harley Yoder – Log-Cabin Builder
* Abe Yoder – Rug & Weaving Shop – in an Amish Home.
* Whitewater State Park Nature Center
* Return to Rochester via scenic Whitewater River Valley
GOLF
Friday morning 28 August 2009
For golfers attending the reunion we have arranged for
you to play at the Northern Hills golf course, one of three golf
courses owned by the City of Rochester.
True to the City’s reputation for being veteran friendly
they have agreed to a special price of $21.00/person for
eighteen holes including a cart. Northern Hills is a medium
difficulty course but should provide enough of a challenge
for even our best golfers.
We have three tee times set up now but that can be
adjusted up or down depending on the interest of our attendees. The tee times are 0900, 0908 and 0916. The average
playing time is 4 hours.
The course is about two miles from the hotel and the
reunion committee will arrange a car pool for transportation.
We have set it up so the individuals playing can pay at the
course. It will be up to those playing to determine if they
want to play a regular round of golf or a best ball tournament.
The golf course will provide longest drive and other markers
as requested.
Page 30
The banquet will be held on Saturday 29 August 2009.
Coat and tie are preferred. Business suits/Sport coats are OK.
No jeans or T-shirts
The cocktail hour will be from 1700 –1800.
This is a cash bar only. Dinner will start at 1800.
We have three main choices of entrees for the banquet.
Indicate your choice on the registration form.
Menu
Wine
Your waiter will serve a white or red wine on request (included in price )
Salad
Baby spinach salad with sliced mushrooms, red onions, grape tomatoes with choice of dressings
Entrée #1 ($35.00)
Entrée #2 ($35.00)
Entrée #3 ($25.00)
All meals will be served with Fresh Baked Rolls and butter, Coffee, Decaf, Tea or Milk
ABOUT THE MEMORY BOOK
For several years now we have put in a lot of effort to create a Memory Book that would be a lasting chronicle
of our time at the various reunions. We have relied on a company from Colorado who, all in all, did a fairly
good job of preparing, printing and mailing the books. Last year there was a change in ownership - and while
we met our deadlines for our responsibilities in preparing candid photo pages and providing camera ready
copy, and ‘yes’ paying for the books - the books were finally delivered many weeks late.
We had made an initial decision not to invite the company back but several still like the end result and the
fact they can order portrait pictures so we will give them one more chance - the owner assures me their
troubles are behind them.
OKAY - but we have listed the cost at $10.00 and will keep it at that with the association covering any
additional cost to purchase the books.
We, do however, need your cooperation in agreeing to purchase a book - cost will be $10.00.
Page 31
ASSOCIATION USE
Name:_____________
AUG 26 - AUG 30, 2009
DateRc’d:___________
Rochester, Minnesota
AmtRec’d:__________
NAME: __________________________________________________________________
(First)
(MI)
(Last)
Address: ____________________________________________City _____________________ ___ St____________
TEL:____________________________________
EMail: _____________________________________
Name Tags to Read: ________________________ _______________________
_________________________
(Yours)
(Spouse)
(Guest)
Units Served With (for Name Tag) ___________________________________________________________________
Is this first AOCA reunion? _____ Wedding Anniv? ______ or Birthday?___________
Anticipated date/time of arrival: _______________ Will you be staying at the Reunion Hotel? YES ___ NO ___
How Arriving? Auto, Plane, etc _______________
(Hotel Reservations in NLT AUG 4, 2009)
REMEMBER - make you OWN hotel reservations
REGISTRATION and FEES
Reunion Registration (By Mail)
(At the Door $30.00 per person)
Wednesday 26 Aug
Thursday
27 Aug
p/person
TOTAL
_________
_________
Check in and get settled - Registration - Hospitality Suite - Self Guided Tours
Registration
0830 - 1630
Tour #1
0830 - 1630
1800 - 1900
Friday
$25.00
NUMBER
Mississippi River Tour
$45.00 p/person
_________
_________
Tour #2 City & Amish Country Tour
$45.00 p/person
_________
_________
Welcome Reception - Hotel Host
No charge
_________
_________
28 Aug
Mississippi River Tour
0830 - 1630
Tour #1
$45.00 p/person
_________
_________
0830 - 1630
Tour #2 City & Amish Country Tour $45.00 p/person
_________
_________
0900 - 1300
Golf Outing - will pay on site
$21.00
1800 - 1930
Mediterranean Buffet
$20.00 p/person
_________
_________
MEMORY BOOK
$10.00
_________
_________
1200 - 1300
Lunch VFW
$ 5.00 p/person
_________
_________
1800 - 2200
Army Otter Caribou Banquet
(1) Prime Rib _____
(2) Walleye _____
Vegetarian -Eggplant Parmesan____
$35.00 p/person
$35.00 p/person
$25.00 p/person
_________
_________
_________
_________
_________
_________
Saturday
29 Aug
Sunday
30 Aug
CHECK OUT - say GOODBYE - FT BENNING NEXT YEAR"
TOTAL COST
Special Donations: We offer some monetary assistance to those Special Ladies who may
wish to attend the reunion - your donation to help this effort is encouraged
Scholarship Fund: The Assn now supports a Scholarship Fund (Current Level is $66,000)
TOTAL FUNDS ENCLOSED
NOTE: Registration Cutoff - Aug 4, 2009 - NOTE
SPECIAL NEEDS
(Please Specify/explain):
[ ] Handicap Room: (Emphasize when you make
Hotel reservation)
[ ] Special Meals, Specify: ________ ___________
_________
_________
_________
_________
Note: Credit Cards not accepted for Reunion Registration
Mail All forms and payment with your check
(NLT AUG 4, 2009) payable to: AOCA
Mail to: MR DONALD JORDAN
1423 FOREST AVE
NEPTUNE BEACH, FL 32266-3127
Tel: 904-246-1372
Page 32
One operation was at a Special Forces Once Sgt Null, the supply Sgt, and I were
Camp about 60 miles below Chau-Duc, taking two boats down the Tri-ton canal. I
where the VC was infiltrating into 4th was dodging fish traps when I saw moveCorps from Cambodia. A firefight went on ment on the bank. A VC carrying an AK-47
for a couple of days as we were monitoring began to fire at us. He hit the water with
Chapter 10
the Vietnamese command of the operation. most of the rounds and not the boat. we had
I flew to Can Tho from Saigon on a That night at 11 p.m. we heard a loud explo- four drums of gas and two twenty-five galC-123 and met Major Don Couvillion there, sion. The VC had dropped three 107mm lon propane tanks on board. Null fired an
our old maintenance officer at Can Tho in rockets in on us. Bobby and I had been M-79 grenade launcher at him, but missed.
the 134th. He asked where I was going and sleeping under the large eaves of the com- However, it caused the VC to turn and run.
said he needed a line chief there at Can Tho mand post. We both went under an M151 We went another mile or so and stopped in
in the 73rd Mohawk unit. When I told him Jeep so fast you wouldn’t have believed it. a small village. I couldn't light a cigarette, I
that I was drawing pro-pay in Mohawks, he He asked if I had my weapon. I replied, was shaking so bad.
tried to get me assigned to him, but MACV "No!" and he said, "We might need some."
One day visitors came to the comsaid no.
pound from the YRBM down river. It was
I asked base operations for a flight to
actor and reserve general Jimmy Stewart
Chau Duc but the flights went only as far as
and his wife who were going around the
Long Qxuen. After getting off there, I was
Delta visiting the troops. I met him and had
taken to the MACV compound, told that
my picture taken with him. He was a really
Special Forces would be coming to pick up
nice guy to meet. His wife's son had been
the mail later that day and I could ride to .
killed a year or so before and I guess they
Chau Duc with them. Sure enough, a weapwanted to be close to where he was. They
ons carrier came in and picked me and the
didn't elaborate any on it though.
mail up. So, off we went on a small, two
Jimmy Stewart and Floyd Burks - Chau Duc - 1969
lane road and as we rode along I kept wondering what the hell was I doing there.
Upon arriving at Team 64, I checked in
and found I was assigned to the 033 River
Boat Company of the Vietnamese Army as
an Advisor and working for Major Bobby J. So we crawled from under the Jeep and
Dwyer. He was the RF/PF (regional picked up our weapons, then manned the
forces/popular forces) Advisor. I visited my perimeter wall just in case. But nothing
company and met Di We (Captain) Ngo, further happened.
the commander of the 033 River Boat Company, a nice guy and a good commander. Floyd Burks and Bobby Dwyer - Chau Duc - 1979
He gave me the fifty cent tour while informing me that I was his advisor and when he
needed my advice, he would contact me. So
I was also the driver for Major Dwyer
I went back to our compound and told
and we often visited the An-Phu, Tan Chau,
Major Dwyer who said, "Good, then you
Tien-Bien, and Tri-ton districts either by
are my RF/PF NCO." I said, "OK, what's
boat or by road. All men below the grade of
that?" He told me to get my weapon, a flak
Captain had to pull guard duty on the walls
jacket and pick up a PRC-25 radio. I found
at night. Officers took the first watch, 7-9
out what the job was as we went on combat
p.m. and then again at 1-3 a.m. I often
operations with the ARVN’s (Army of Vietoffered to take one of their watches for $10
nam). So I was a radio operator, gun bearer,
bucks. I figured I was up anyway so why
and whatever else. I ended up with thirteen
not? Anyway, by doing so, I made enough
combat operations, but could not receive
for Mary and I to fly to Honolulu on R&R.
the Combat Infantry Badge, because of my
Major Dwyer wanted me to take over
I got out of Saigon okay to Okinawa,
MOS wasn’t Combat Arms.
all twenty-two of the MACV boats in Prov- but once there, I ran into a block. No flights
ince and thirty-two of the 40 HP Johnson going out. They told me on Monday that
engines. The District teams had a couple they could have me out by Thursday. Wow!
each and Mobile advisory teams had one. I only had 7 days leave. So, disappointed, I
So I had to take over repairs to all these went to the coffee shop where I passed a
boats plus doing the RF/PF duties. During flight crew and someone I recognized. I
the rainy season, the roads to several of the called out, "Berlin!" Sure enough it was a
districts were under water. So I became the old friend from the 68th ARS at Lake
lifeline to theses district teams. I carried Charles, LA. Now he was a C-141 flight
fuel for the generators, propane and grocer- engineer out of Warner Robbins, GA. I
ies. Only way there was down the canals. asked which way they were going and he
One of many “Command Posts” during
My longest trip was 90 miles down to Tri- said through Alaska. So didn't get a ride
Operations. Chau Duc, 1969
Ton via the canal and it got scary at times. there. I went down to the Civilian airport
SKY SOLDIER
Floyd Burks
(Conclusion)
Page 33
and bought me a ticket to Hawaii on JAL
and had to spend the night in Tokyo.
Floyd Burks on Ba Sac River Headed to Tri Ton - 1969
I called Mary on the phone and told her
I was leaving there the next morning and
eight hours later I would be in Honolulu.
She asked, "Now that's tomorrow?" I said
yes, but had forgotten about the International Date Line. At Hawaii, I hurried off the
plane to look for Mary. No Mary. I went to
the Reef Hotel where we had reservations,
No Mary. I called Big Spring, TX, where
my folks and kids were to be while Mary
was with me and she answered the phone.
Well, she got to Hawaii the next day
and we had a great time that seemed over
almost before it started. It was time to head
back once I put her on her plane home.
Time went by and Major Dwyer called
me in his office and asked, "Didn't you tell
me that you were drawing pro pay in Mohawks?" I said I was. "Not any more!" he
said and handed me orders revoking my pro
pay. "They can’t do that!" I said. "They can
and did," he said, then handed me another
set of orders that promoted me to SFC E-7
in the marine field. So here I was again,
right back in boats. I lost $50 a month in pro
pay, but gained $52 for the promotion. It
was okay, though, the stripe counted towards retirement and the pro pay didn't.
We continued doing our thing with
Vietnamese operations and supplies to the
districts. Every once in awhile a Mohawk
would fly over, the props would get out of
sync and I knew it was Couvillion doing a
recon mission along the Cambodian Border.
Anytime I got to go to Can-Tho, I would
call him and meet him for lunch if he had
time. He was a super person.
Waiting to Unload Supplies
Major Davis, Floyd Burks and Bobby Dwyer - An Phu 1969
About a year later in 1971, I talked to
Mary about going for a Warrant Officer
appointment. As I was already in the field
and had my "sea time," I went to the Marine
branch and talked to the OIC who told me
it wouldn’t be a problem, but that I would
have to go through the Marine Harbor Craft
advanced course. So I applied and was
accepted by DA to attend. About six weeks
into the course, I received word that I could
not make Warrant because there were too
many already. I also got word that I was on
orders for a third Vietnam tour. I tried to get
the assignment deleted, but they would only delay it until I graduated. So I Graduating third in my class, eight days early so I
could leave for Vietnam.
One day they called formation in the
compound courtyard and then called me
forward where I was awarded the Bronze
Star for meritorious service. I really had
worked my butt off and it was in recognition for that. I couldn't buy a drink in the
bar that night. Several of us went over to
the See-Bees lounge next door. I threw a
$20 on the bar and wanted to buy a round John Ely, Cam Rahn Bay - 1971
for everyone. My money wasn't good there
either. I really appreciate the help the Navy
guys gave me during that tour. It felt good
to go on board the Navy ship in the Ba-Sac
River and be treated as a friend. The
YRBM was where the Navy PBR's called
home for amphibious operations in our district. They were a great bunch of guys.
After a few drinks, I went back to our compound and had a picture taken of me with
my medal on. Looking at the picture, man
I had time to take Mary and the kids to
was I snockered.
our ten acres of pecan trees Clyde, just
outside of Abilene. I got them all set up and
left for Ft. Lewis, WA. for shipment. At
Vietnam, I went into the Cam Rahn Bay
replacement center where I was assigned as
Chief Engineer aboard LCU 1558 with the
97th Transportation Company. The company commander asked if I would work for a
Ssgt boat skipper. I told him that the guy
must know what he was doing or he
wouldn’t be in that position. The CO assured me that the SSG was doing a good job
so I agreed to work for him. However, that
made me wonder where all those "surplus"
Warrants were. They were not at Cam Rahn
“Man, Was I Snockered!”
Bay. Many boats had enlisted skippers and
chief engineers.
Chapter 12
We made runs up and down the Vietnam coast delivering all kinds of supplies
After that tour, I got ordered back to Ft. from road building "Earth," a powder used
Eustis, VA and back to teaching. That "H" on roads before paving, to plain old junk.
on my MOS meant that I was an Instructor One load of asphalt tar weighed 120 long
and would be utilized in the field. I ended tons. We put down bucket loads of sand in
up teaching engines to the Mohawk test the well deck to catch any tar that might
pilot program under Major Don Couvillion, have leaked. Then we could just hose it off
in my secondary MOS. Then later, regular rather than scrape it off. Later on we got our
Mohawk instructors came in and I became Warrants. One, CW2 John Ely was assurplus. I was then assigned to the Shop signed as skipper.
Operations Branch teaching engines to techWhen John came on the boat, he asked
nical Inspectors. My partner in this block to see the logs so we got coffee and sat
was SSgt "Rocky" Rance. We became fast down at the galley table. He then told me
friends and enjoyed teaching together.
he was dual-rated, both "deck" and "engine."
Page 34
That didn’t bother me, but the way he said
it kind of torqued me. I told him that I was
the chief engineer and if I needed his help,
I would ask for it. He said he just wanted to
let me know if I needed help, he was available. I apologized and we’ve been good
friends since.
John later took over as Harbor Defense
Chief with Harbor Security. He tried to take
me with him but that didn't work. Later on
we took LCU 1558, shut it down, locked it
up and hung it on a buoy. We just didn't
have the manpower to keep all of them
running. I was then assigned to the
General’s Q-boat, A 65’ cruiser for him to
play around the bay with. I was on it for
about three months, but never saw the General. He did let us take the "potheads in
rehab" out for an hour-long cruise ever so
often.
We once took the Q-boat to Nha-Trang
for a VIP cruise. There we picked up an Air
Force four-star and John P. Vann, the head
of the Vietnamese Pacification Program
and ferried them to an island about twenty
miles off the coast, under military escort, so
they could have a picnic. Believe that!
When we started back into Nha Trang, Mr.
Vann looked at me said, "I know you Sgt
Burks." I replied, "Yes sir, I met you in
Chau Duc in 1969 at MACV team 64." He
sent a letter of commendation through channels for me before I left Vietnam. Vann was
later killed in a helicopter crash. They made
a movie about called "A Bright and Shining
Lie."
I wanted to take a seven day R&R in
conjunction with a seven day leave to go
home. Leaves from Vietnam were highly
discouraged back to the states. But I talked
with the CO about it. He said he would
authorize my R&R and would give me
seven days leave IF I produced a paid for
round trip ticket from Hawaii to Texas and
back. So I agreed, bought the ticket and left
for to see Mary and the kids.
While home, I got on the tractor and
was plowing to get the Johnson grass down.
At the end of the row, I pulled up the discs,
hit the left brake, spun it around and into the
next row. As I dropped the discs and turned
the steering, the knuckle caught my left foot
and crushed it. I drove back to the house,
got off, and sat down on the porch, took off
my deck shoe and poured out blood. I had
cut the ball behind the big toe. Mary took
me to Dyess hospital and they sewed it up.
I asked if it would keep me home a little
longer, but they told me I could go back on
a set of crutches. I did. My CO laughed at
me when I got back and said, "Wow you
had to go home to get wounded huh??"
My next assignment was to get a 65’
harbor tug into operation so it could be
turned over to the Vietnamese Navy. After
that I took over as NCOIC of Vessel Maintenance. Marty Bransovich was my assistant. Marty had been a Cadet in the Polish
Navel Academy and on one yearly cruise,
he jumped ship in India, went to the American Embassy and asked for political asylum.
He was then allowed to live in the US and
join the Army. He retired from the Army
and was living in the Ft. Eustis area last I
heard. We helped ship out the last of the
LCU's to the Philippines from Cam Rahn
Bay then I got orders right back to Ft.
Eustis and probably teaching again.
will be pulling up rather sharply." And
away we went down the runway. I could
see rockets exploding all over the base, but
the pilot rotated the DC-8 and we were
airborne and a big yell went up. Next stop
was Japan, Alaska, and home.
I had thirty days leave and really didn't
want to go back to Ft. Eustis. So I volunteered to go into recruiting. They changed
my orders and I was assigned to Alameda,
CA.
Chapter 13
At Alameda, I was assigned to 2747
Mission St. recruiting station in San Francisco. When I got there I found out that I
Marty Bransovich and Floyd Burks - Cam Rahn Bay - 1971 was to be the Station Commander. I had not
even been to school yet, but I jumped in
with both feet and tried to run the station as
it had been ran in the past. At that time war
protests were going full blast with anti-war
marches down Mission Street. I told my
recruiters to stay in the station and not to
get involved with them. So we just sat back
and watched. If things had gotten out of
hand, I would have called local police in.
A while later, the 6th Recruiting District CO, Col Day, came by for a briefing,
something I had never done. So, I gave the
best I could and he just sat there and finally
After our boats were gone, I figured I said, "Sgt. Burks, you could leave here as
would get an early return back to the states, an E-5." He didn't know how close I came
but didn't. I was transferred to the 155th to saying, "When can I leave?" When he
Trans Company, a stevedore unit. I checked left, I asked my boss, LTC Senn, if I could
in and met the 1SG Willie Mote Jr., and speak to him man to man, all rank aside. I
asked him what I would be doing. I told told him that I had not been to school yet
him I didn't know anything about stevedor- and had no idea why my station was not
ing. He said that I was going to be his right producing, but I didn't think it was fair to
hand man chasing women of ill repute. I criticize me. I asked him to send me to
laughed at that, but he was serious. The school, let me be a recruiter for a while, and
guys were sneaking Vietnamese girls into then maybe I would know what they were
the barracks to live. We performed inspec- doing wrong. He agreed.
tions and found girls in the attics, under the
So I went to Indianapolis, IN, to recruitbarracks and all sorts of places. I also was ing school. I learned a lot and went back to
in charge of picking up day laborers for the the station to work as a recruiter. Another
155th at the main gate and escorting them E-7, a swell guy named Korimichi Yamain and out of the base.
moto came in from Walnut Creek to take
Finally my date came and I got to leave charge of the station. Under Yamamoto, I
for home. I boarded a C-130 and flew to was a 100% recruiter for a while. Then I
Long Binh and the 90th replacement Com- said to myself, "You’ve got over twenty,
pany outside Saigon where after three days why stick around and put up with this crap?"
I finally was ready to board my plane for I typed up my request for retirement at Ft.
the flight back. And, wouldn’t you know it, Wolters, TX and retired from the service on
just as we were loading passengers, a 122 June 30th of 1973.
mm rocket exploded on base. We all rushed
onto the plane while the pilot was starting
the right engines. All I could think about
was that this was my third tour and I was
about to be KIA.
The pilot taxied to the runway and
called over the loudspeaker, "Hang on as I
Page 35
BUT FOR THE GRACE OF GOD. . .
Terry Hamby
I remember an accident on the main
runway at Saigon in 1966. The aircraft was
a U8-D. I never was shown the accident
report, but I pretty well know what must
have happened. It nearly happened to me.
There, but for the grace of God, go I.
Air Force pilots were just rotating in to
be trained on the Caribous that we were
handing over the them, I drew the lucky
straw to be sent from the 61st Aviation
Company in Vung Tau to the USARV
Flight Detachment in Saigon. They had a
policy the the pilots had to be from other
units so that they would have at least six
months in country. They didn't want us to
get lost with any of the Generals on board.
I used to call it the VIP detachment, as we
mostly flew the brass around.
We had a couple of Beavers, some
U8-D's and some U8-F's. The last two I had
never flown so I had to get a check out by
our IP. The civilian version of the U8-D
was also known as the Twin Bonanza, and
it had a rather odd seating arrangement. The
pilot sat on the left side of the front bench
seat. The copilot sat in the middle because
that was where the dual yoke was, and the
right side of the front seat was for a passenger as was the three-across seating in the
rear. My IP never sat in the middle, but
instead on the right so he could not reach
the controls very well, and the rudder pedals not at all. The first day we lined up on
27 and made a normal take off. The D
model felt small after coming from Caribous, but I wanted to do well on this check
out and made a picture perfect takeoff and
climb out, I guess to impress him that I
wouldn't need a lot of instruction in this
model. I didn't realize that was a mistake on
my part. He wanted to be able to IP me on
something so he started in ranting on about
nothing of any importance.
On the next landing he told me to make
a full stop and taxi back to the end instead
of a touch and go. I was thinking what the
hell for? this runway is 12,000 feet long,
over two miles. But I would do it by the
book, when I taxied out on the the active, I
swung wide to get every inch of runway in
front of me. That would be one less thing
this crazy b-----d could yell about.
He then snapped, "I want to see a
rough field max performance take off." I
ran the throttles up to full takeoff power,
jumped off the brakes and held the yoke
full back to ease the weight off the nose
wheel just as if we were out in the dirt on a
short field. A few seconds into the takeoff
roll, he snapped off his seat belt so that he
could reach, then leaned over and selected
the landing gear to the UP position. Our
airspeed might have been 50 knots at that
point.
With any one else but this captain, I
would have closed the throttle and aborted
the takeoff. But at least I let some of the
back pressure off the yoke which, I realized
now, saved our butts because it would give
us a few more knots of airspeed. Saigon
was a concrete runway with tar in the expansion joints. Just then we hit the little bump
of tar in a joint and became airborne. The
instant the plane started to fly and the
weight was off the struts, the safety switch
whose sole function is to keep the gear
from accidentally collapsing while on the
ground, clicked on to now comply with the
gear UP command. The bad news here is
that we were not really supposed to be in
the air at this low speed so the plane started
to settle back down on to the runway. What
a sickening feeling in the pit of my stomach
as we settled down below that point where
the wheels should have touched the runway.
I pulled the yoke all the way back now, stall
warning horn crying, and me wondering
what the props were going to sound like as
they started striking the runway prior to
impact.
ready for him and was very high on the
glide slope. No, I don't mean that he reduced the power to simulate an engine loss,
but still having it handy if you need it for
some reason. He feathered it. Okay no problem. Runway is in sight and I am very high.
Hell I could glide there now. He was really
annoyed now that this baby faced W2 had
it under control, he did the unthinkable. He
opened the door and held it open with his
foot against the wind like a giant speed
brake on the dead engine side. We started
dropping like a rock.
I brought up the engine to full takeoff
power and started stretching the glide with
the stall warning horn complaining for the
second time today. Just as it became obvious that we might hit the mast of a ship
docked at the approach end of the runway,
he closed the door. I didn't close the throttle
until we were over the PSP runway. I never
filed an official report, but I told everyone
in my chain of command about these two
dumb stunts.
A few days later the next pilot to get a
check out settled back in on the runway at
Saigon, hit the prop on one engine, failed to
close the throttle on the other engine, rolled
over and cart wheeled. Enclosed are the
photos of the beautiful white D model as it
sat on the side of the runway. They were
both transported to the hospital. I never saw
them again. Great story, Terry. Nice writing. Bill
Upton, Ed.
In Memoriam
With all the sadness and trauma going on in the world at the moment, it
is worth reflecting on the death of a
very important person, which almost
went unnoticed last week. Larry La
Prise, the man who wrote "The Hokey
Pokey", died peacefully at age 93.
The most traumatic part for his family
was getting him into the coffin. They
put his left leg in. And then the trouble started.
♪
We made it! I guess that we were skimming along in ground effect. It seemed like
forever before that horn shut up and we
could see that it was actually going to fly
without even a prop strike. I was really
irked at this, but he was the IP and outranked me. He told me to turn left and head
for Vung Tau.
I knew what was coming. This was not
my first dance. As we lined up on long final
he cut the number two engine. But I was
You put your left
foot in and you
shake it all about. . .
♫
Page 36
AFSOC PLAN FOR C-27S TAKES NOSEDIVE
Funding vanishes in ’10 budget proposal
By Sam LaGrone - Staff writer
Posted : Friday May 1, 2009 14:04:14 EDT
groups and the aging problems with the two dozen AC-130s
required rapid deployment of a new “precision fire capability,”
analyst Roger Carstens, a former Army special operator,
wrote in a paper titled “The Future of Special Operations
Forces.”
In a series of briefs to Carstens, AFSOC was less coy
about its desire for the plane. “Both the USAF and SOCom
have approved the AC-27…,” Carstens wrote. U.S. Special
Operations Command is backpedaling because its buy occurred outside the procurement process, according to a
source familiar with the details. “It was a wink-and-nudge
deal,” the source said.
Six months ago, Air Force Special Operations Command thought it had a solution to its gunship problem.
AFSOC was slated to pick up 16 C-27 Spartans and turn the
light cargo planes into nimbler little brothers of the legendary
AC-130 Spectre, according to budget documents obtained
by Air Force Times.
Now, the deal is off because Army funding for 40 of the
Italian-made C-27s has been stripped from the fiscal 2010
budget, according to a defense official familiar with the
decision, first reported by The Hill newspaper.
The Army intended for the Spartan to replace its aging
This?
or
This?
C-23 Sherpa. Defense Secretary Robert Gates has laid out
changes to several major weapon programs that he wants
One defense official familiar with the deal seriously
to make but hasn’t mentioned the Joint Cargo Aircraft prodoubts
Congress cut the Army’s funding because of political
gram, a $3 billion partnership by the Army and the Air Force
pressure
from states expecting the 40 planes to be assigned
to buy the C-27. Congress must sign off on Gates’ recomto
their
Army
National Guard operations. Many of the planes
mendations.
would
go
to
districts
at risk of losing their Guard missions
One budget document shows that U.S. Special Operabecause
of
the
2005
Base Closure and Realignment Comtions Command, which oversees Air Force, Army, Navy and
mission
decisions.
“I
don’t
think any of it is a done deal,” the
Marine special ops units, wants the Spartan so desperately
defense
official
said.
“I
think
there is a lot left to be done with
that it finagled a way to get the plane before the Army and
decision
making
in
that
program.”
the Air Force. SOCom arranged to get two C-27s in fiscal
Guard leaders have talked up the Spartan as a panacea
2011 as part of the Army buy and agreed to pay the Army
to
airlift
problems in Afghanistan. The Army relies heavily on
back in fiscal 2015, according to the budget memo, dated in
aging
CH-47
Chinook heavy-lift helicopters to ferry troops.
October.
Guard
leaders
have said the Spartans would carry more
The command would not comment on the budget memo,
gear
faster
into
forward operating areas and austere runbut spokesman Maj. Wes Ticer denied command officials
ways,
easing
the
wear and tear on the Chinooks.
had even settled on the Spartan. “Although several airThe
Army
still
wants the planes. “We still have a requireframes are under consideration, no specific aircraft type has
ment
for
the
capabilities
that the JCA provides,” Brig. Gen.
yet been programmed for this purpose,” Ticer wrote in an
Walter
Davis,
director
of
Army Aviation, told the House
e-mail, responding to questions from Air Force Times.
Armed
Services
air
and
land
forces subcommittee at an April
According to a report on U.S. Special Operations
23
hearing.
Davis
did
not
address questions about the
Command’s needs, the AC-27 was listed as a top priority for
reports
of
the
Army
program
being
cut.
AFSOC. The growth of SOCom by two new special forces
GARY EDWARDS WINS FAA AWARD
Gary Edwards received the FAA Wright Brothers Master Pilot
Award from Ken Kelley, FAASTeam Program Manager, Western-Pacific Region on March 25th, 2009. Photo Credit to Norm
Hughes. (Reprinted from Air America Log)
Captain Gary Edwards
On behalf of the officers and members of the Air America
Association I would like to congratulate you for being honored by
the Federal Aviation Agency.
The prestigious Wright Brothers Master Pilot Award recognizes pilots who have demonstrated professionalism, skill and
aviation expertise. We know this award is well deserved.
The five years from 1967 to 1972 which you served in Laos
flying fixed wing aircraft for Air America were certainly as challenging as most professional pilots ever have the opportunity to
experience. Your devotion to duty, professional attitude and
especially your relaxed good nature impressed those you flew with,
and those you flew for.
Page 37
It is entirely appropriate that you have
now been presented this award which few
individuals are favored to receive. We salute you and look forward to seeing you in
Dallas, Texas this June for our annual Air
America reunion.
As you know this year will be the 22nd
anniversary of the dedication of the memorial plaque in the McDermott Library, His-
tory of Aviation Collection at the
University of Texas at Dallas. An addition
to the plaque will recognize the names of
ten additional employees who have since
been found to qualify to be on the list.
The association would like to present
you with our own special award at the
Saturday afternoon historical seminar. Not
as prestigious as the Wright Brothers, it will
C-7
be bigger and badder. It actually hasn’t
been invented yet, but some of our best
AFS engineers are working on the project.
As befits this recognition you will, of
course, be expected to buy the first round.
Best regards,
L. Michael Kandt General Secretary, Air
America Association
19TH ANNUAL
CARIBOU REUNION
Dayton, rent-free. Here in 1904 and 1905, through a series of
unique experiments, the Wright brothers mastered the principles
of controlled, powered flight and developed the world’s first
practical airplane. In 1904, the brothers made 105 flights, totaling
th
I attended the USAF C-7A Caribou Association 19 Reunion 49 minutes in the air with their 1904 Wright Flyer II. With this
held from September 29 to October 3, 2008 in Dayton, OH at the flying machine, they made the first turn and the first circle in the
Hope Hotel next to Wright-Patterson Air Force Base. 250 mem- air. They also employed a starting derrick for the first time and
bers and guests attended. The weather was great and the Air Force Wilbur set a new distance record.
When the brothers returned to the Huffman Prairie Flying
guys treated me well.
Their war room was well stocked with drinks and snacks plus Field for the 1905 flying season, they brought along an improved
lots of homemade machine, the 1905 Wright Flyer III. This flying machine, which
goods from local Day- evolved throughout 1905, could bank, turn circles, and make
ton area members. figure-eights. On October 5, 1905, Wilbur piloted it for a world
While sitting around record of over 24 miles in 39 minutes.
The next day we visited the National Museum of the Air
the tables and talking
Force’s
Presidential Aircraft Hanger. They have SAM 26000
to the guys, I think I
heard some of the (VC-137C) known to all as Air Force One, plus the presidential
same flying stories aircraft of Franklin D. Roosevelt, Harry Truman and Dwight
I’ve heard at our re- Eisenhower.
The second part of the outing
unions.
was
a tour of the Restoration HangOn Tuesday we toured the Dayton area and visited the
ers.
They
have enough aircraft on
Wright-Dunbar Center. Wilbur and Orville started their careers as
hand
to
keep
them busy for the next
printers and operated their second print shop there. Their fourth
30
years.
The
highlight was the
bicycle shop is the only building remaining testament to their
bicycle business. It was in that shop that the Wrights' passive Memphis Bell which is undergoing
total restoration.
interest in flying turned to active research and development.
We also visited Carillon Historical Park which has 25 exhibit
In the afternoon we spent our time
buildings celebrating the history of Dayton and has one of the
checking
out the museum. Which
premier collections relating to the Wright brothers, including the
boasts
more
than 400 aerospace vehioriginal 1905 Wright Flyer III. The only airplane designated a
cles
from
early
years of aviation up to
National Historic Landmark, the 1905 Flyer is the world’s first
an
F22
jet.
They
have one wing with
practical airplane. In the fall of 1905 Wilbur and Orville Wright
all Vietnam era aircraft including one
piloted this airplane in record breaking flights at the Huffman
tired looking Caribou. This is 62Prairie Flying Field just outside of Dayton, Ohio.
4193 (cn # 138) assigned to 134th
After a great lunch at the base golf clubhouse We went to the
Aviation
Company
before
being
turned over to the USAF in 1967.
Huffman Prairie Flying Field. When the Wright brothers returned
Her
tail
markings
are
KA
193
of
the 457th Airlift Squadron, Cam
to Dayton, Ohio, after their historic first flights at Kitty Hawk, NC,
Ranh
Bay,
Vietnam.
on December 17, 1903, they looked for a suitable flying field
Another interesting aircraft was parked outside. Air Force
closer to home.
66-0177 was the last C-141 to be withdrawn from service in 2006
Dayton
banker
after a career of almost 40 years.
Torrence Huffman
Nicknamed the “Hanoi Taxi” it
allowed the brothwas used in 1973, in the final
ers to use his pasdays of the Vietnam War, to
ture, which was
repatriate American POWs from
located
eight
North Vietnam. Arizona Senator
miles northeast of
REPORT ON THE
C-7A CARIBOU ASSOCIATION REUNION
Wayne Buser
Page 38
John McCain was one of the POWs who flew home on the Hanoi
Taxi. Its name comes from the writing on the flight engineer's
panel by the POWs aboard the plane for the freedom flight.
The 2008 Reunion Guest of Honor was
Sergeant Major Ed Komac, USA, Ret. He
spent three tours in Vietnam with the 5th
Special Forces Airborne with side trips to
Cambodia and Laos. Below are his remarks
to the reunion.
“During my second tour of duty, I was
assigned to the A-Team at Ben Het in the
Central Highlands. In April 1970, the ATeam at Dak Seang, which was located in
the Dak Poko valley surrounded by mountains, came under attack
by the 28th North Vietnamese regiment and its attached units.
The North Vietnamese completely surrounded the camp and
it came under intense attack from 122 mm rockets, 75 mm recoilless rifle fire, and 120 mm and 82 mm mortars from the surrounding mountains. The North Vietnamese launched ground attacks
and were stopped at the perimeter, where they dug in.
I volunteered with another team member to be inserted into
the camp to assist in the fighting. We flew in with as much
ammunition as the helicopter could carry. Upon landing, a South
Vietnamese Special Forces officer who was with us was killed by
small arms fire. The camp was completely leveled except for the
fighting bunkers, the John Wayne tower and the generator bunker.
There were underground bunkers and trenches that were connected
to the fighting bunkers.
The camp was low on ammunition, food and water. Resupply
by helicopters was not successful. The fire from the dug-in 14.5
mm and 12.7 mm was just too intense. Two helicopters were shot
down during the resupply attempt. We were just hanging on.
Now, our heroes arrived riding in Caribous. They dropped the
“beans and bullets” to enable us to keep fighting.
I was and still am in awe of those brave men flying through
that intense fire to drop those supplies. They never wavered in
their mission. They just kept on coming. They risked their lives
for us and three of your gallant crews lost their lives saving ours.
I’m here today because of their sacrifice. They gave all their
tomorrows for my today. No words can express my feelings for
what they did for me and my fellow Special Forces soldiers. I did
not know any of them, but I’m here today to honor their memory
and their sacrifice. Please, remember our young men and women
who today are serving in harm’s way. God bless America, and
God bless the United States Air Force!”
The Air Force lost three Caribous and nine crew members
killed supporting this effort. The following descriptions are from
the C-7A website.:
On April 2, 1970 Caribou 61-2406 of the 537th Airlift Squadron was lost. “Two Caribou arrived overhead at Dak Seang in the
early morning of the 2nd to drop ammunition to the besieged
defenders of the camp. The aircraft approached the camp from the
east under the guidance of an FAC who was also directing strikes
by fighter aircraft on enemy positions. The first aircraft dropped
successfully but reported ground fire as it made a steep right-hand
turn after delivering its load. The second aircraft, flown by 1Lt
Train, made a left-hand turn to try to avoid the ground fire but was
hit by automatic weapons fire at an altitude of 400 feet. The
Caribou flew off to the south, possibly trying to make for Dak To,
but it burst into flames and crashed about five miles from Dak
Seang, killing the crew.”
On April 4, 1970 Caribou 62-4180 of the 458th Airlift Squadron was lost. “After the Caribou was shot down at Dak Seang on
the 2nd the airlift was briefly suspended by the Air Force but had
to be resumed at the insistence of MACV and a fleet of 18 C-7s
was assembled at Pleiku. Eleven more drops were made later in
the day on the 2nd and although three aircraft were hit, none were
lost. A total of 31 more sorties were made on the 3rd and the 4th
but another aircraft was lost and 13 others damaged. A five-aircraft drop was being made in the afternoon when the fourth
aircraft in the formation was hit by heavy ground fire shortly after
releasing its load. The aircraft crashed two miles from the camp
killing the crew.”
On April 6, 1970 Caribou 63-9746 of the 457th Airlift Squadron was lost. “The resupply of Dak Seang continued on the 5th
when seven Caribous successfully made airdrops, although very
few of the loads could be recovered. On the 6th the last of three
Caribous to be lost during the siege of Dak Seang was shot down
by ground fire as it was pulling up from its dropping run. The
aircraft burst into flames and crashed close to the camp killing the
crew. Six Caribou sorties were flown on the 6th but, again, most
of the loads could not be recovered. The next night three successful drops were made by Caribous in conjunction with an AC-119
gunship that provided spotlight illumination during the final moments of the run in. This technique was used successfully for 68
drops over the next five nights, which enabled the defenders to
hold on until the situation improved enough for daylight drops and
then landings to be made at the camp”
On Thursday the C-7 A Caribou Association dedicated a bench
outside the museum to their 39 comrades who lost their life flying
the Caribous. A total of 19 Caribous were lost during the five-anda-half years the Air Force flew the C-7s in Vietnam.
The reunion banquet was held inside the museum with cocktails around the museum’s Caribou which was open for inspection.
Dinner was under the wing of a B-52 with the Air Force Band of
Flight providing music and songs from all the Armed Forces. The
guest speaker was Major General Curtis Bedke, Commander of
Air Force Research Laboratory.
It was a great reunion with great brothers in arms. The 2009
reunion will be held in Branson, MO. September 2nd to 6th.
Page 39
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SENIOR HUMOR
Three old guys are out walking.
First one says, 'Windy, isn't it?'
Second one says, 'No, it's Thursday!'
Third one says, 'So am I. Let's go get a beer.'
Page 40
FRIENDS
“Red” Keville
January 31, 2009
MEMBERS
George “Chip” Robinson
February 3, 2009
Quincy A. Bearden
February 23, 2009
Robert “Bob” Allwine
February 23, 2009
James A. Vaughan
February 23, 2009
WIVES/DAUGHTERS
LTG Robert R. Williams
Geraldine Hooks
Daughter of
Bill Hooks
April 15, 2009
April 5, 2009
Bob Poshard
April 16, 2009
Guy Knepper
April 23, 2009
JOHN HOUSER
MEMORIAL SERVICE
It was a beautiful service - a real celebration of John's life. Father Baskin asked
for comments or stories from the congregation Jack went first and it was hard very
hard on him. Then I told of the Headquarters Tent episode on Bruce’s behalf. That
lightened up the crowd. As soon as I mentioned Tom Zeik's name Fust burst out
laughing. So the service had the correct
balance of somberness, Houser tenacity,
military pomp and even some hilarity.
Glenn Carr
First thing I saw when I drove into the
funeral home parking lot was a contingent
of police motorcycles -- very moving. The
turnout was huge !! John had so-o-o many
friends. Many came from Jamestown properties. Even the president of the homeowners association where John had his Florida
condo. He gave a nice tribute.
AOCA’s own Jack Fust courageously
gave his own account of their 60-year
friendship. Glenn Carr relayed your nice
little maintenance/sleep story. Others gave
brilliant tributes -- John would have been so
proud. Afterward, I went to John's house
for awhile. Jamestown had catered enough
food for throngs, but actually not many
people besides the family came, but I
wouldn't have missed it -- least I could do
for John. Marilyn Weitzel
I received the saddest phone call of a
very long time on Saturday morning, 24
January at about 0830.
I had been friends with John William
Houser for almost 60 years. We met at the
Univ. of KY in August 1950, and for the
next 58 years we were stationed with or
visited each other most of the years in between.
The family was provided a large motorcycle escort from their home to the chapel.
The riders were all from the Cobb County
Police Deptartment and were riding to honor their Deputy Chief John Ralph Houser
and his father. Unfortunately we missed
this part of the ceremony.
I was very relieved to be able and make
the services. Son Philip drove us down as
that would have not been possible with only
Gloria driving.
The chapel was fully filled with folks
from three different segments of John’s life.
There were ten rows of cycle police from
Cobb County. Another group was from the
Atlanta Vietnam Veterans Business Association, of which Glenn Carr is a member.
They provided the detail for the flag folding
after the rifle salute and Taps. They also
lined the aisle when the casket was rolled
out at the conclusion.
The remaining seats were filled with
family and friends. One of the most honored guests was Herr Christoph Kahl and
his son. Christoph flew in from Koln, Germany; his son attends college in the US.
Betty Wingate
Wife of Chuck Wingate
May 4, 2009
Presiding was an Episcopalian
Minister who had been in the Army
and served in VN at the same time
as John. That would have been ‘63
when I was there, too. John “Bullet” as his
friends called him, went back in ‘65 with
the 10th Avn. Bn. He later spent some time
with the 1st Cav Div in’ 66.
Son (John ) Ralph was the first family
speaker, and then Daughter Christie spoke.
She was marvelous; her husband is the
county school administrator in Calhoun
County, GA. She told a few stories about
growing up with her dad and a few of his
foibles, funny and nostalgic. Phil rolled me
down to the front and I told a few stories
about “my best friend,” and 58 years of
being in the Army and after. I only had a
couple of problems with my presentation; I
tend to get very emotional when I talk
about those I love.
Bullet was the brother I never had,
without all the growing up problems. I’ll
miss him every day of my life. I know God
has our book finished before we are here
and our relationship from college on has
proved that there are no coincidences.
God had his room ready before we
were ready to let him go, but I am sure
Bullet will be well used in an important
capacity “upstairs.”
Glenn Carr and I represented the AOCA, and AAHF. Jack Fust
Page 41
I can't add too much to Jack's account.
Jack mentioned the Police officers in attendance. Most impressive. As they filed in the
Vet next to me said "Now I know why John
never got a traffic ticket!"
My group, the AVVBA, dressed in our
civilian uniform of a blue blazer with flag
pin and VN service ribbon on the lapel,
Vietnam theater tie and khaki pants, filed
out to line both sides of the isle. Once in
place the members of the Georgia Veterans
Alliance, a self funded all service volunteer
group who provide military honors when
DOD cannot, came forward to fold and
present the flag. At that time the outside
doors were opened so the Alliance rifle
salute and taps could be heard. The AVVBA chairman joined the flag NCO in presenting the flag to Denise Houser.
The AOCA was mentioned by a family
member as John's favorite and most beloved organization. On behalf of Bruce and
the AOCA I told the story of how John
could manipulate the Army. Being ordered,
much against his will, to sleep in the headquarters tent instead of with his troops during the Carolina maneuvers, John had his
maintenance NCO call him the first night,
every half hour, all night long. Obviously,
the next morning the CO Tom Zeik said,
“Houser, get out of here and go to your
maintenance tent!"
The memorial service was a true celebration of John's rich and colorful life. After the service, as is our ritual, the AVVBA
adjourned to the nearest tavern and 'wetted
down John' with a vigorous toast. I then
went over to the family residence to visit
with Denise and bid farewell to Jack. Rest
in piece Mr. Caribou. Glenn Carr
Darryl and Babs Neidlinger
Dennis and Pat Toaspern
It is a profound gesture from both AOCA and AAHF members and is a measure
of how these men and women thought of
and about John for the impact he had on
their lives - and on all of us.
We all wish you well and to know that
you need only call any of us for any assistance you may need. Bruce Silvey
how much he loved the AOCA. I will be
writing a "formal" thank you as soon as I
can. It's still a bit too hard.
How can I get additional copies of the
Logbook? I know all of the kids would want
one. I have sent the check for the challenge
coins. What I want to know is - would it be
appropriate to give one to Ralph, Tom and
some of the grandsons as a memento of
John? Denise Houser
BRUCE’S REPLY
With the exception of Jack Fust, most
of us first met John Houser during the Air
Assault days at Fort Benning. As one goes
thru life you meet some individuals who
just stand out from all the rest. The 11th Air
Assault days produced so many for me.
General Harry W. O. Kinnard, Colonel Del
Bristol, Colonel John Lauterbach, Paul
Stansel, Johnnie Bohannon, Billy Fulbright,
to mention only a few. John Houser was
right up there with them.
I only knew him casually at Benning,
but I knew his reputation well. He was a
mechanics idol as a maintenance officer.
He thoroughly knew everything about the
aircraft. He had the respect of all of the
enlisted personnel and he knew them all.
He demanded a high level of performance,
which they gave him. As an outstanding
leader he “took care of his men.” When
Tom Ziek wanted all his staff to sleep in the
headquarters tent, John preferred to be with
his troops. As we know, his maintenance
Sgt called the headquarters tent thru out
night and the next day Ziek told John he
could sleep in the maintenance tent.
I next ran into John when we were both
assigned to the Combat Developments
Command under General Jack Norton
where I had the good fortune to get to know
A SISTER SAYS THANKS
him better. After retirement we both joined
Thank you so very much for all you the Association. John help start the Life
did for my brother, John Houser, at his Membership program in the Association
passing. Your words and presence made it and he was Life Member number one. He
really loved the Association. Our relationeasier. Josephine (Houser) McDowell
ship became much closer. He is missed so
[email protected]
much. Ken Womack
DONATION TO SPECIAL LADIES
FUND IN JOHN HOUSER’S NAME The photo of John Houser on the cover of
the March Logbook was perfect, it caught
Member Glenn Carr sent checks to AOCA for dona- the essence of the man. And so, it offers a
tion to the Special Ladies Fund. The following note clear connection to memories of this rewas sent to John’s widow, Denise.
markable soldier. Doug Schneeman
I am directing several hundred dollars
to the AOCA Special Ladies Fund from:
A NOTE FROM DENISE HOUSER
Glenn and Pat Carr
Floyd and Mary Burks
Tom and Betty Wolfrom
I truly don't know what to say about the
March Logbook. Christy saw it first and
called me right away. It is a wonderful
remembrance of John. You all know just
Dear Denise,
Not to worry about Logbook copies my printer is always printing up too many more than I order - I have a closet full of
back issues - I usually send six to new
members - makes a nice packet to get them
started.
The printer guys are a couple of down
home fellows who have a sort of “mom and
pop” printing operation - and do a great job
for what they charge us. I keep plying them
association hats - and now that you mention
the coins I might take a couple of those over
there, too.
I got to thinking about the coins and
thought I should just have you send them
back if you did not have a use for them - but
if you have family to distribute them to that
is even better. I think most appreciate that
John had a real love for the guys in this
association.
Let me know how many Logbooks you
would like and I will ship them up once I
get may hands on them. Should be any day
now. Bill Upton and I searched back
through several photos of John and I sent
them all to him - and he selected the ones
he put on the cover and inside. Actually that
one of the cover was taken in Dallas and
had you and Cissy in it - will include it here
and can print one for you if you so desire or
are not able to. Bruce Silvey
‘BOU CREW MEMBER AND FRIEND
OF AOCA DIES OF CANCER
GOODBYE CHIP
I’m sorry to relate one of our major
supporting members, Chip Robinson,
passed away peacefully Tuesday morning.
Chip, diagnosed with a malignant brain
tumor about a year ago, was in hospice care
near his home in Ocala at the time of his
death.
It doesn't seem too long ago, I think
2000, that we met Chip at Oshkosh, him in
his Navion, and us with a Caribou and a
few helicopters. He was intrigued by the
foundation and as a life long aviation fanat-
Page 42
ic and IA was quickly seduced into the
foundations ranks. Over the years his considerable support provided numerous firsts
and significant accomplishments that
helped propel the foundation forward.
George “Chip” Robinson and Donna Brockmann
and I was getting my car serviced. He
made his way toward me with a smile on
his face. His first question was, "So, how
long have you been married to the Sergeant
Major?" My response, "I am the Sergeant
Major!". From then on Chip and I were
friends. Many interesting adventures Chip
and I had from Jackson, MS to Pierre, SD
never a dull moment. He will be greatly
missed. "Sweet Nothings, Sweet Nothings
my friend." The AAHF sent 18 yellow
roses, a beautiful military tradition of remembrance to Patty and the family. Shanda Elkins, Army Aviation Heritage
Foundation
there was a Special Forces camp at Bong
Song and nothing else. I had flown supplies there several times. The Division was
planning an operation into the Bong Song
area. Someone, knowing Caribous occasionally flew up there, suggested taking a
lone Caribou, flying the valley to Bong
Song, turning around and come back. I was
given the mission.
As we flew up the valley, General
Kinnard stood behind me in the cockpit,
observing the terrain. I had opened my map
and laid it on my lap so he could see it. My
method of using a map when flying is to
lay the map with north pointing to the front
of the airplane, regardless of the direction
THANKS TO ‘BOU CREW
of flight. When turning south from Bon
Song, I did not shift the map. After being
I send a special “Thank You” to the southbound for about ten minutes, General
following for the beautiful flowers and Kinnard leaned over to me and softly said,
plants that were sent to me in memory of “I’m an infantry officer. Would you please
Chip. You all are a great and caring group orient the map to the south?” From there
of people.
Bong Song is history.
Thank you, ‘Bou Crew - Glenn Carr,
At the D.C. reunion, I had the pleasure
Chuck Hadley, Bob Schrader, Darrel of speaking with him and reminded him of
Neidlinger, Denny Toasbern, Donna that incident. He laughed, shook my hand
Brockmann, Don Oglesby, Bearden, Ed and gave me a thumbs up. Ken Womack
Fodor, Burks, Lee Maynard, Tom Wolfrom, Harold Sanders, Harold Zweiacher
MORE ON GENERAL KINNARD
and Bill Upton for the HUGE plant. I tend
I prepared an article for 77th FA vets of the 1st
to have a "black thumb" when it comes to
plants - so hope I can do it justice. It really Cav Div for their newspaper, The Saber. Part of my
article is below and deals with LTG Kinnard’s funeris "large." Thank you to all! Gratefully, al in D C held this past month. I thought I would pass
Patt Robinson
along if case you care to use any of it in your
His first effort to help came with a
need to resolve our special effects program
at one of our first shows at Andrews AFB.
Flying from California with John Eggett
(Hollywood special effects) in his Navion
Chip and John proceeded to overcome the
issues that faced our show and allowed us
to come on board with a bang.
He subsequently was asked to help get
the H-13 certified in a standard category
and with a lot of research was able to come
up with the note that had disappeared from
all the TCD’s and certification followed.
His efforts with the Caribou and Mohawk continued year after year as he
signed off the annuals and inspected the
aircraft. He was a part of the difficult proREMEMBERING
cess that kept our aircraft safe and flying.
QUINCY BEARDEN
Through the years he contributed enumerable time and efforts to keep the aircraft
So sad... loved flying w/ him in Nam ,
flying, he helped get the U-21 certified and ' 69- ' 70. John Critchfield
three years ago was the guy who signed off
the Cobras as we brought them up for the
Quincy and I worked together in
Army's flight demonstration team.
Sinop, Turkey when I was Aviation OffiThrough all the anxiety and efforts, cer for the Army Security Agency, Europe.
problems and successes Chip was there (Realistically he worked for and was rated
just making it work. Over the years we got by the commander at the ASA base in
used to Chip and Patty being around at Sinop.) While he was there a Russian demany events, helping with rides, answer- fected by flying across the Black Sea in a
ing the regulatory questions and reaching small aircraft and landed at the airstrip at
out to his broad range of friends for infor- Sinop. I've got a picture of it here somemation and advice. Chip will be profound- where. Frank Jones
ly missed, he was a great part of the
operation and has left a void that will never
REMEMBERING
be filled. Our best to Patty and Family.
GENERAL
H. W. O. KINNARD
John Woodward, Army Aviation Heritage Foundation
I was fortunate enough to have been in
th Air Assault before going with the
the
11
I know each of us have memories of
lst
Cav
to Vietnam. General Kinnard was
Chip Robinson. As many of you know,
one
of
the
driving forces that developed the
Chip introduced me to the organization. I
remember being at a Jiffy Lube, Chip was Air Mobile Concept. While in Vietnam I
getting the oil changed on the little red car flew the General several times. I remember
association’s publication in as much as he was one of
your recent guest speakers. I suppose I could have
gone on at greater length but felt that many that
served in the 1st Air Cav over it’s more than seven
years in RVN only knew of LTG Kinnard by reputation and then possibly only to those whose career was
the Army. They did not have the honor to serve with
him like you and I did! Take care. Bob Tagge
The Association’s National Capitol
Area chapter serves the greater Washington,
DC area and as part of their outreach activities attend as many known burial services
as possible at Arlington National Cemetery
and others in the National Capitol Region
for veterans of the 1st Cavalry Division,
past, present and future. SGM (Ret) Henry
Dememeritte, Recon SGT, A/1-77 FA, 6566 did so for the funeral of LTG (Ret)
Harry W. O Kinnard, former commanding
general, 11th Air Assault Division (Test)
and the 1st Cavalry Division (Airmobile),
15 Feb 1963 to early May 1966, held on
Thursday, March 19th at 1 PM at Fort
Meyer Old Post Chapel with interment
following in Arlington National Cemetery.
He passed along these comments:
LTG Kinnard received many high military
honors, including the Distinguished Service Cross, three Distinguished Service
Page 43
Medals, Silver Star, Two Legions of Merit,
In my humble opinion, LTG Kinnard
Bronze Star, nine Air Medals and the Pur- was the soul of the airmobility concept! I
ple Heart as well as being knighted by the feel Griff Dodge said it best in that LTG
Queen of Holland for his actions in Holland Kinnard provided an environmental attiin 1944.
tude by his leadership and presence, creatHe was president of the Army Aviation ing an atmosphere in which all of us felt
Association of America and was inducted quite comfortable and confident in creating
into the Army Aviation Hall of Fame. He new and different organizations and techwas president of both the 1st Cavalry Divi- niques. It was sort of the attitude that: "If
sion Association (1976 to 1978) and 101st you have a new idea, try it out and let
Airborne Division Association (1983 to people know about it. If it doesn't work, let
1984). He represented the President of the people know about it and don't do it again",
United States during the 50th Anniversary and this permeated to all ranks and posiCommemorative events of WW II in tions.
“Market-Garden” ceremonies in the NetherWe were confident that we would be
lands and later represented the Secretary of fully supported by HWOK in trying out
Defense in the Battle of the Bulge ceremo- these new organizations and techniques.
nies in Belgium and Luxembourg.
And it was this attitude that HWOK seemed
Gen (Ret) Edward C. (Shy) Meyer, to inspire us throughout the 11th AAD
former Army Chief of Staff (June 1979 to organization, which followed us into the 1st
June 1983) gave the eulogy that covered Air Cav experience, and allowed us to do
LTG Kinnard’s outstanding military career some remarkable things. I always felt that
to an overflowing crowd. LTC J. Shawn when, as the 1st Air Cav in Vietnam and we
Perry, Rear Detachment Deputy Command- received the then new M102 howitzers, we
er, represented the 1st Cavalry Division moved very quickly to create a combination
along with the Division Color Guard. Also howitzer/ammunition load sling which optiin attendance were representatives of the mized the load carrying capabilities of the
101st Airborne Division (Air Assault) and CH-47.
the 11th Airborne/Air Assault (Test) DiviWe did this without asking anyone else
sion, Gen David Petraeus, along with nu- or requesting information from Fort Sill.
merous other senior U S and allied military We just did it because we needed to. It was
officers of all branches of service.
a follow on to the 11th AAD days and part
I thought it fitting that Gen MEYER be of the attitude that HWOK instilled in us.
chosen to give the eulogy considering his We just felt that we had the freedom to
long association with the 1st Cavalry Divi- experiment and to get the job done. It was
sion (Airmobile). Gen MEYER was deputy part of the HWOK environment. LTG Kincommander of the 3d Brigade, 1965, served nard was one of the good guys – he will be
as the BnCO, 2-5 Cav from Dec 1965 to sorely missed!
July 1966 and commander of the 2d Brigade and division chief of staff during
LTG ROBERT WILLIAMS DEAD
1969–1970. As the 1-77 FA traditionally
supported the 2nd Bde and its assigned It is our sad duty to report that another of our great
units I am sure many of you came in contact aviators has passed away. General Williams was an
Honorary Member of the Otter Caribou Association,
with Gen Meyer at one time or another had been Director of Army Aviation, and was a solid
during your assignment.
supporter and friend to our group. The following from
I had the pleasure of serving as one of a friend of his.
LTG Kinnard’s staff officer’s in the 11th
The father of modern organic Army
Air Assault Division (Test) from 15 FebruAviation,
LTG Robert R. Williams, died at
ary 1963 to 1 July 1965 and as one of his
home
from
complications from a fall.
Battery Commander’s from 2 July 1965
Bob
was
in the “Class
until he was reassigned in May of 1966. I
Before
One”
at
Fort Sill, OK
know of two other 1-77 FA officers that
in
1942
and
was
a great
also served with LTG Kinnard during this
force
in
Army
Aviation
same period, they being Col (Ret) Griff
Dodge, who initially served as the S-3, 11th throughout his career, espeAAD and 1st Air Cav Support Command cially working for GEN
and in early 1966 as the 1-77 FA Bn XO Howze and during the proof
and LTC (Ret) John Avera, initially in the of concept of Air Mobility.
Bob was a former Na2-42 FA, 11th AAD, and as LNO to the 2tional
President of AAAA, member and
12th Cav and as commander of C/1-77 FA,
chairman
of HOF, and a Gold Order of
65-66.
Saint Michael recipient.
GUY KNEPPER
Guy G. Knepper, 76, Friedens, died April
23, 2009, at his residence. Born Dec. 11,
1932, in Somerset, son of Ralph L. and
Zelia Viola (Saylor) Knepper. Survived by
wife, the former Lorraine Kemp to whom
he was married 13 years. U.S. Air Force
and Army veteran of the Korean and Vietnam wars. Later worked in maintenance for
the former Somerset State Hospital for 16
years retiring in 1996. Also a member of
First Christian Church, VFW Post 554
American Legion Post 151, the Otter and
Caribou Association and various aviation
groups that developed from his enjoyment
of aircraft maintenance. Military graveside
rites accorded by the Somerset County Honor Guard.
Enlisted Wings
Senior Air Crew
Crash Landing
As he reviewed pilot crash
reports, my Air Force military
science professor stumbled upon
this understated entry:
"After catastrophic engine
failure, I landed long. As I had
no power, the landing gear failed
to deploy and no braking was
available. I bounced over the
stone wall at the end of the
runway, struck the trailer of a
truck while crossing the perimeter road, crashed through the
guardrail, grazed a large pine
tree, ran over a tractor parked
in the adjacent field, and hit
another tree. Then I lost control."
Page 44
Vietnam Veterans Memorial in D.C.
Louie Barber
http://www.louiebarber.com/
http://www.thewall-usa.com/
P2V Site
http://aircommandoman.tripod.com/id16.html
Caribou Models
http://www.modelbuffs.com/militaryairplanes_pro.
php?page=pro&pageno=3
Al Ebbers
http://www.silverhawkbooks.com/
William Upton
http://www.vietnammemoir.com/
www.scalecraft.com
Wayne Buser
http://www.dhc4and5.org
http://www.justplanemodels.com/cart/
index.cfm?category=48&subcategory=229
http://journals.aol.com/jholihansr/MotorcycleMemories/
John Holihan
http://www.warplanes.com
Don Joyce
http://www.jakes-wooden-toys-and-collectibles.com/u1aotter.html
http://community.webtv.net/GoldEagle4/GoldEagle4sAerie
Dar Sword
Otter Models
http://www.darsbydesign.com
http://www.jakes-wooden-toys-and-collectibles.com/u1aotter.html
http://www.scalecraft.com/index.asp?PageAction=
VIEWPROD&ProdID=185
Army Echoes Magazine
http://www.armyg1.army.mil/rso/
Other Military Related Sites
http://www.militaryconnections.com
Other Sites
http://www.ArmyAvnMuseum.org
Army Otter Caribou Association
http://www.otter-caribou.org
http://www.USArmyAviation.com
Army Aviation Heritage Foundation
http://flyarmyair.com
http://www.armyav.org
http://www.C7-Acaribou.com
12th Avn. Co
http://www.geocities.com/otter12thavnco/
Reflections On Life
Marriage changes passion. Suddenly, you're in bed with a relative.
Why is it we choose from just two people to run for president and 50 for Miss America?
When I was young we used to go "skinny dipping," now I just "chunky dunk."
I saw a young woman wearing a sweat shirt with "Guess" on it. So I said "implants?" She hit me.
A good friend will come and bail you out of jail; but a true friend will be sitting next to you saying, "Damn ... That was fun!"
Most people are only alive because it is illegal to shoot them.
Page 45
LITTLE KNOWN, PERHAPS, UNKNOWN, VETS BENEFITS
Those who serve(d) during conflict are eligible for up to $19,000 a year
BY PAULA BURKES Published: February 8, 2009
FOR IMMEDIATE RELEASE
December 19, 2006
A little-known veterans' benefit for long-term care expens- Secretary Nicholson: VA Reaches Out to Veterans and Spouses
es is available to wartime veterans and their spouses. But the “Aid and Attendance” an Under-Used Benefit
benefit is being overlooked by thousands of families, industry WASHINGTON – The Department of Veterans Affairs (VA) is
reaching out to inform wartime veterans and surviving spouses of
observers say.
The Special Pension for Veterans' Aid and Attendance pays deceased wartime veterans about an under-used, special monthly
up to $1,644 a month, $19,736 annually, toward assisted living, pension benefit called Aid and Attendance.
“Veterans have earned this benefit by their service to our
nursing homes or in-home care for veterans 65 and older who
served at least 90 days and one day during wartime - stateside or nation,” said Secretary of Veterans Affairs Jim Nicholson. “We
overseas. Veterans and their spouses can receive up to $23,396 want to ensure that every veteran or surviving spouse who qualifies has the chance to apply.”
annually and spouses of deceased veterans, $12,681.
Although this is not a new program, not everyone is aware of
Yet, an estimated $22 billion a year goes unclaimed, said Don
Soard, a volunteer with Operation Veteran Aid in Oklahoma City. his or her potential eligibility. The Aid and Attendance pension
In 2007, only 134,000 seniors nationwide received the benefit, benefit may be available to wartime veterans and surviving spouswhich was established in 1952. "Literally hundreds of thousands es who have in-home care or who live in nursing-homes or assistdon't even know about it," Soard said. "Due to incomplete informa- ed-living facilities.
Many elderly veterans and surviving spouses whose incomes
tion, many disqualify themselves on income or assets or find the
are above the congressionally mandated legal limit for a VA
paperwork too burdensome."
pension may still be eligible for the special monthly Aid and
Streamlined process
Soard helps families complete the necessary forms, so that Attendance benefit if they have large medical expenses, including
approval comes in four to six months. The process is streamlined nursing home expenses, for which they do not receive reimbursefor vets who are blind or have memory issues and widows with ment. To qualify, claimants must be incapable of self support and
medical needs, he said. Most applicants qualify and payments are in need of regular personal assistance.
The basic criteria for the Aid and Attendance benefit include
retroactive, Soard said. The few who are denied on excessive
the inability to feed oneself, to dress and undress without assisliquid assets can seek financial advice to qualify, he said.
Soard started his volunteer mission two years ago, following tance, or to take care of one’s own bodily needs. People who are
the deaths of two family members who served in WWII. "If they'd bedridden or need help to adjust special prosthetic or orthopedic
known about this benefit, they'd have a much better quality of life devices may also be eligible, as well as those who have a physical
in later years," he said. "Without it, many vets are forced to go on or mental injury or illness that requires regular assistance to
protect them from hazards or dangers in their daily environment.
Medicaid."
For a wartime veteran or surviving spouse to qualify for this
Oklahoma is one of nine states where the welfare program
doesn't cover assisted living costs. Assisted living often can be an special monthly pension, the veteran must have served at least 90
alternative to a nursing home when 24-hour skilled care is not an days of active military service, one day of which was during a
absolute need, said Willie Ferguson, executive director of Legend period of war, and be discharged under conditions other than
at Rivendell in Oklahoma City . "But if someone just has Social dishonorable.
Wartime veterans who entered active duty on or after SeptemSecurity and a small pension, it's not enough to live here," Ferguber 8, 1980, (October 16, 1981, for officers) must have completed
son said.
According to a 2008 MetLife survey, assisted living in Okla- at least 24 continuous months of military service or the period for
homa averages $2,346 a month, while nursing homes cost $153 a which they were ordered to active duty.
If all requirements are met, VA determines eligibility for the
day for a private room. Of 73 Legend residents, nine receive the
veterans' special pension, including Tom Bowen, 77, of Moore. Aid and Attendance benefit by adjusting for un-reimbursed medi“Until I toured this operation, I had no idea the benefit was avail- cal expenses from the veteran’s or surviving spouse’s total houseable," said Bowen, a retired engineer technician from the Federal hold income. If the remaining income amount falls below the
Aviation Administration who served stateside during the Korean annual income threshold for the Aid and Attendance benefit, VA
Conflict.
pays the difference between the claimant’s household income and
Bowen recently moved into the Legend facility following the Aid and Attendance threshold.
The Aid and Attendance income threshold for a veteran
several mini strokes and a diagnosis of short-term memory loss.
"It's been pretty hard trying to handle expenses on my own and without dependents is now $18,234 annually. The threshold inbeing able to replace savings," said Marie Bowen, his wife of 57 creases to $21,615 if a veteran has one dependent, and by $1,866
years. Finding a nearby facility and learning about the special for each additional dependent. The annual Aid and Attendance
threshold for a surviving spouse alone is $11,715. This threshold
veterans' pension has been a godsend, she said.
increases to $13,976 if there is one dependent child, and by $1,866
www.va.gov/ogc/docs/1994/PRC21-94.DOC
for each additional child.
Additional information and assistance in applying for the Aid
Summary: DISCUSSION: 1. Section 1521(d) of title 38, United and Attendance benefit may be obtained by calling 1-800-827States Code, provides an increased rate of non-service-connected 1000. Applications may be submitted on-line at
disability pension for veterans who meet basic pension eligibility http://vabenefits.vba.va.gov/vonapp/main.asp. Information is
requirements and are "in need of regular aid and attendance." See also available on the Internet at www.va.gov or from any local
also 38 U.S.C. § 1541(d) (pension for surviving spouses). As with veterans service organization.
the referenced statutes, the regulations do not expressly require
Information provided by Ken Sullivan
that the need for regular aid and attendance be a permanent need.
As noted above, Veterans' Bureau and Veterans'
Page 46
Units Served in
Served w/Otter/Caribou/Neptune Unit
as 1SG, Supply, Mech, Comm, Etc.?
$
$
$
$
4.00
4.00
4.00
4.50
$_______
$_______
$_______
$_______
$_______
$ 13.00 $_______
Amount
Mail to: Army Otter-Caribou Association
P. O. Box 55284
St. Petersburg, FL 33732-5284
Make Check payable to:
ARMY OTTER CARIBOU ASSOCIATION
$____________
Email: [email protected]
http://www.otter-caribou.org
1-727-578-9540
TOTAL ENCLOSED
For T-shirts; afghan throw blanket, ladies knee length T-shirt; Gentleman’s Jacket, A Women’s Storm
Jacket, A MicroFiber Windshirt, and long sleeve denim shirt - visit www.the-corps-has.com or call
Natalie Mooradian-Hogan 574-842-3582 - fax: 509-461-0120
Please allow two weeks for delivery
Total - Special Items
_______ OTTER LAPEL PIN
_______ CARIBOU LAPEL PIN
_______ ASSOCIATION LAPEL PIN
_______ 11TH AIR ASSAULT WINGS
_______ASSOCIATION CAPS (Adjustable Size)
_____Black
____Khaki
Quantity
ARMY OTTER/CARIBOU ASSOCIATION SPECIAL ORDER ITEMS
(Postage and Handling included)
$__________
_______Associate Membership - $20.00 Per Year
$__________
$__________
One Time $10.00 Initiation Fee
_______Regular Membership - $15.00 Per Year (Total for New Member $25.00)
_______ All New Members
E-Mail Address
Qualified as Crew Member, Pilot or Maint.
Tech in Otter/Caribou/Neptune?
PHONE & AREA CODE
FEES:
CITY/STATE/ZIP
SPOUSE
MAIL ADDRESS
NAME
MEMBERSHIP APPLICATION
THE ARMY OTTER-CARIBOU ASSOCIATION, INC
P.O. Box 55284
St. Petersburg, FL 33732-5284
Address Service Requested
Non-Profit Org.
U.S. Postage
PAID
Permit # 1467
St. Petersburg, FL