My Hero

41 years ago today a CH-47 Chinook helicopter, 64-13116 assigned to the 243^rd Freight Train was hovering over its eleventh sling load of the day. They were resupplying Korean firebases in the area surrounding Phu Hiep, RVN. The canvas rings for 3 loads - fuel, water and boxed items weighing 3 tons was slipped onto the hook. A young FE, who had just turned 20 called the load up and off the ground. At 30’ the loads all cleared and the helicopter continued to rise until the loads were at 50’.

After a hover check the copilot began his takeoff, but at transition to flight around 100’ off the ground the #2 engine failed. Rotor rpms dropped and the helicopter began settling back toward the earth. The pilot took control; the young FE punched the loads free with the aircraft still 60’ in the air and then the #1 engine began to fail. The aircraft lurched forward and took a nose high attitude. Unable to maintain control of the aircraft or altitude the helicopter hit a 9’ high berm making up part of the base’s perimeter and at the same time the aft rotors struck fence posts on the berm causing the blades to separate from the ship. At that point the aft section of the aircraft became airborne and pivoted around the forward rotor system. The helicopter hit the ground on its right side just inside the perimeter wire setting off claymore mines and flares. It caught fire instantly.

The pilot, copilot and crew chief were able to exit the right side cockpit door followed by the door gunner. It’s believed that the Flight Engineer and the only passenger, a Korean Liaison officer, were thrown to the back of aircraft when the nose rose after #1 failed. They were not seen by anyone after the impact. Fire completely consumed the entire aircraft in five minutes or less.

After analyzing the remains of the engines it was determined that the cause of the #2 stoppage was the failure of a small 2 to 3 inch drive shaft  inside the fuel control module and that the aircraft was outside of the flight limitations for recovery on a single engine (something that was done on a regular basis - usually without any consequences).

The young 20 year old Flight Engineer was my friend, Steven Kearns. He had joined the company as a maintenance tech about three months into my tour . We shared a number of things, not the least of which was a desire to fly in the worst way. As a team leader I taught him as much as I could – unfortunately he wasn't assigned to my team. Steven was a hard worker, putting in time and effort well beyond most of the other guys. When I moved to the TI shack we didn't get to see as much of each other, but I knew when I was checking out his team’s work on one of the aircraft that it was going to be done right!

Steven wasn’t all just business, he joined with all the guys taking time off to party or just have a good time. But there were never any excuses; he was always there the next morning ready to go!  That cheshire like grin and curly hair just kinda lit up your day.  We would occasionally talked of home – he was from Massachusetts and was looking forward to getting back there as soon as possible. He finally made it into the flight platoon as a crew chief and he was a damn good one. He crewed for me many times and I always knew I could depend on him to do a good job – the first time. As a Flight Engineer he was top notch, it was in his character. Do whatever you have to do! An example of that was one afternoon a helicopter crashed on landing at our airstrip. He was working on his ship on our flight line when it happened. He was the first guy there and he and another Freight Trainer pulled the pilots from the wreckage with no regard for their own safety. For that he was awarded the Bronze Star. That’s the kind of young man Steven Kearns was. On that fateful day in 1971 he exhibited that same character; he stayed his post and did his job without regard for his own safety.

I was back in states on extension leave when the accident occurred. I was devastated, it couldn’t happen, it didn’t happen! Once back in country I talked with everybody I could. I just didn’t believe it. Phu Hiep was a regular run for my ship, and I found out from a guy working in Ops that if I’d been there it would have been my ship’s rotation slot. To this day I can’t reconcile that…

Just last year I finally got up the courage and resolve to meet his family, his mother and two sisters – Nancy and Sue. To this day I have the note his mother so graciously wrote back in ’71 tucked away in a safe place. And I have Steven with me every day. In forty years I could count on one hand the number of days he did not cross mind, that I did not thank him for his sacrifice, that I did not wonder “what if I’d been there instead”…

If you ever have the opportunity to visit the Massachusetts Vietnam Veteran’s Memorial you’ll find his name carved in one of the stone obelisks. And you can also find a replica of a letter he wrote home in November of ’70 – one of a very few chosen to be a part of the memorial. 

In the grand scheme of things, his sacrifice may not seem like much… but to me and a number of his “buddies” in the 243^rd it is… We all knew what the possibilities were and yet we dedicated our time and efforts to getting the job done and done right. Unfortunately not all of us made it through.

As solemn an occasion as I would like this to be I also think it would be befitting as a celebration; a celebration of the commitment of my generation, despite all the chaos, to our country, to our freedom, to our families, to our friends and to ourselves. We were prepared to give all and some of us were called upon to fulfill that commitment.

Steve, buddy, rest in peace… you are MY hero and deserving of much, much more.

Loads clear…

For All It was a Life Changing Experience

It’s been a while since I posted anything on the blog. Another one of my passions has been taking up my time. I was busy building a web site and no that’s not a passion of mine. I was truly surprised how relatively easy it was to put together. With a little trial and error and a lot of organization I think it turned out pretty well. Why shouldn’t I – I made it…LOL But that’s not what I want to write about. The site was for the 243rd ASHC – the Chinook helicopter company I served with during the first part of my tour in Vietnam – a bunch of guys I really grew up with and have the greatest amount of admiration for.

Once I made the commitment I began pulling stuff together to make them part of the site. I spent countless hours reviewing nearly 1000 pictures of guys I knew, guys I had heard about, aircraft I flew on or repaired, loads like the ones my ship carried, where we worked, where we partied, some LZs that I recognized and some I did not, the places where we lived and the places where a few of us died. I read names that I know, names that I think I know and many that I don’t know. I’ve read a number of magazine articles, government documents and personal histories. Viewed a few hours of video and listened to audio recordings.

Countless times a name or picture would appear that would trigger memories that are 40+ years old. Maybe a little gray, maybe a little out of focus but real enough. To be honest more than their share brought tears to my eyes and sadness to my heart, but then the next a laugh and a smile. Most however still bring a certain curiosity – where is he now? Has he survived coming home as well as he did being there? I know I am one of the lucky ones, no disabilities, no health problems from orange, no debilitating emotional issues. On the first page of the site I wrote, “Some “gave all” and did not return, for some it was their only military experience, for some it was part of their chosen career – for all it was a life changing experience.” More seem to have suffered more dearly from their tours than others.

Listening to the sounds and watching the pictures stream across the screen had a dramatic effect. Seeing helicopters like mine do the work we did, the expertise of the pilots and crews and knowing all of the support it took to get them there. And oddly enough the sounds, the sounds of a CH47 at startup, at flight rpms, SAS check, of lifting a load… they seem to have had the most affect. I would replay a video, close my eyes, just listen and be transported back 40 years. I could smell the exhaust of the APU and then the turbine engines while standing out behind the ship at startup. I can still remember my ship’s sounds, the forward and aft transmission whines and grinds, the slap of the blades through the heavy air. I memorized them and if they changed while we were in the air I knew there might be problems. I knew which gear was soft, how fast the hook would engage or disengage, how much swing and sway she would take from a load, what snapped and popped and whined and wheezed – just like my first car.

I tried desperately to banish the emotionalism, the personal involvement by making it like a stroll through my high school annual. But there is no connection, no link, no comparison. There is something about being with a bunch of guys whose lives depend on you and whom you depend upon. It’s not like we all sat down, held hands and recited passages from the Bible or the maintenance manual or whatever. There seems to be an inherent realization of what’s expected from you and what you must offer. Nobody asks can you? Will you? You do your damndest to get it done, you don’t think first, no hesitation, it just gets done. Everyone, in my case, is in the same helicopter – damn right “I” want to survive so I will do everything I can to make that happen – everyday! And if I do, everyone else will and that works every time, right? Not always… I lost a good friend who stayed too long doing his “job” to try and save his aircraft. All of the crew survived but him. That same feeling exists today for each of them, whatever it takes I'm willing to help - call me, I'm there.

There is something about the vulnerability that you have in life, to trust it to someone you just met a week ago, in a situation where your possibility of survival is severely limited - that establishes an enduring bond. That bond is shared across the board – makes no difference if you were in a foxhole at the Bulge or a hot LZ in II Corp or taking fire in Afghanistan. Not everyone has been there, not everyone has faced the initial fear, not everyone has had the resolve to do what needed to be done. Those that have, have earned their place, deserve their place in my heart and the hearts of other “veterans”. Beyond that, those who gave their lives in places like Lexington, Saratoga, Bull Run, Belleau Wood, the Argonne, Midway, Anzio, Normandy, Iwo Jima, Pusan, Inchon, Dak To, Khe San, Grenada, Kuwait, Bosnia, Somalia, Kandahar, Fallujah, Basra and countless other battlefields of the past and those yet to be named all have and will have a special place.

There are few people in my life that I could honor by describing them as my hero. I have named every man I served with in Vietnam to that list as well as every man and woman who has served this country in the armed forces in an effort to protect our freedom and sovereignty. Not everyone will understand what I’ve written or feel, not everyone has experienced what I have, not everyone will care, not everyone….

Flight of Two

                This is something a little different than you normally would find me writing about. There aren’t any flowery adjectives, no picturesque language. Not something I've seen out the front window. What you will find is a description of an incident I was involved in while I was stationed in Viet Nam with the 361^st Aerial Weapons Company as an aircraft technical inspector. A story I haven’t shared with anyone before, odd that I would do it here. The unit flew AH-1G Cobra gunships in support of many different kinds of operations throughout the area surrounding Camp Holloway near Pleiku.

                As the night TI I was supposed to work from dinner time until breakfast signing off repairs to our aircraft, but most of the time it was from noon to takeoff the next day. Because I was “available” during the day I also spent time in the field trying to get downed birds flyable or rigged for extraction by our sister Chinook company that shared Camp Holloway with us. Occasionally we’d have newly rebuilt aircraft to pickup down south and fly back. They’d need an inspector to check out the aircraft to make sure they were airworthy before the trip back to Holloway. I was usually the chosen one, which I didn’t really mind because it was a chance to get to a bigger city, Vung Tau, south east of Saigon on the coast. Another plus was that I would fly in the front seat on the way “home”.

                The unit had two aircraft waiting for pickup and I got the word that I was to accompany two pilots and a mechanic to inspect them and fly back. After a full night’s work I threw on my flight suit, grabbed my helmet, my side arm – a classic Army issue 45 that I’d traded for - with a half a dozen full clips and headed to the flight line. The four of us climbed into a slick on its way to Vung Tau to be rebuilt. I don’t remember much about the flight because I slept through most of it. Even with the sound of the turbine, transmission and the rotor blades I managed to get some sleep. Flying almost due east we turned south to follow the coast at Qui Nhon. It was a lot safer to fly over the edge of the ocean than triple canopy or rice paddies and tree lines. We landed at Tuy Hoa, refueled the aircraft and took the chance to grab a quick beer before we headed south again.

                It took most of the day to get to Vung Tau – it was 100 miles to Qui Nhon and another 400 to Vung Tau. Landing late in the afternoon we grabbed a cab to downtown where we had dinner together at one of the “authorized” clubs. From there we agreed on a meeting time and place for the next morning and then we all went our separate ways. I’ll save those details for another time, another story. Luckily everybody made it through the night, more or less. We met at the designated time and place and shared another taxi back to the base. As soon as we had access to the helicopters I set to work doing the inspection. The mechanic, I’ll call him Mitch opened up one bird as I did an exterior preflight on the other and then we switched. It’s an involved process; after all I had to make sure that everything was in flyable shape. My signature was going into the book indicating that there was nothing wrong and I was going to be flying in one of them. I certainly didn’t want either of them to fall out of the sky with me in it! It took all day to check out both helicopters especially in the heat out on the psp and dealing with the after effects of the previous night.

                There were a few small things we had to fix after run up and then we were ready to leave. There was a short discussion about having to fly back in the dark – it was already 5 PM. That would put us back in Pleiku around 8 PM. The Captain pulled rank and decided we should leave – done deal. The two pilots flipped a coin to decide which aircraft they’d fly and Mitch and I did the same. I ended up with the Captain and Mitch got the Wobbly. Our aircraft number was 610 and the other was 816. We all climbed in and after a hover check we moved over to fuel up. We took on 1800 pounds but for some reason 816 took on less. Once cleared for takeoff we headed north up the coast, retracing the route we flew on the way down. 816 took the lead as we climbed out over the flooded rice paddies surrounding the city. About 5 miles out the Wobbly got on the radio and reported that he had a vertical vibration at max speed. The Captain asked if he wanted to fly it or head back. They had a few questions for me about the transmission and other parts of the aircrafts drive train. Nothing I’d seen would cause a problem like that and I told them I felt confident the aircraft’s condition wasn’t critical. I’d seen the same thing happen to Cobras after a regular 100 hour maintenance check and it would disappear after a few hours of flying time. The Wobbly finally said no he’d fly it home; it was a smoother ride as long as he kept it between 110 and 120 knots. That would make it a longer ride “home”.

                It was pretty much radio silence from then on except for the Wobbly calling for artillery clearances from the main airfields along the coast like Phan Thiet. The Captain checked in with Cam Ranh Costal Center as we headed north of Phan Rang through the pass. The Captain knew I was stationed at DBT just west of Cam Ranh so he took a detour over my old airfield. There wasn’t much there, just a bunch of empty revetments that used protect our Chinooks. We skirted Nha Trang and continued up the coast. By now the sun was disappearing quickly and the night changed the whole perspective of flying over a war zone. It wasn’t long before the lights at Tuy Hoa airfield came into view. We radioed in for landing clearance so we could refuel. We landed in the dark, hovering over to the fuel dump. I loaded another 1600 pounds on our ship, filled to the rim. No time for a beer this time! Back into the air we continued north toward Quin Nhon but for some reason we couldn’t raise them on the radio. The pilots did a fuel check, the Wobbly was about 200 pounds under us. Flying over the darkened landscape it was easy to find the fire bases that had electric lights and then the villages with their small cooking fires.  The next radio call was to Phu Cat since we couldn’t get Quin Nhon. Luckily we were able to raise their approach control and they gave us clearance to fly west if we maintained an altitude of 5200. High enough to stay above the artillery and any combat aircraft. Turning to a heading of 260 we were finally on the last leg of our journey leaving the relative safety of the coast.

                We passed over Ahn Ke in clear but rough flying weather and 15 mile visibility. Passing over two lighted compounds just west of Ahn Ke the first was silent, but the second sure wasn’t. They were firing automatic weapons to their southwest and northwest as they took incoming fire and probably mortars that I could see explode inside their wire. The streams of colored tracers spraying out at each other was kind of disconcerting. In another few minutes the Wobbly called over saying that he could see the mountains and that we were okay. He called back a few minutes later suggesting we change our UHF settings to 131 – Pleiku Approach Control channel. Just after that we reached a solid wall of clouds. I watched the Wobbly put 816 into a controlled descent toward the bottom edge of the bank. The two pilots exchanged pleasantries about what to do that ended in a few expletives from each. I lost sight of the other aircraft’s lights as the Wobbly entered the clouds. We had started to follow his lead but as the visibility dropped to zero the Captain initiated a constant climbing right turn through the soup for about 5 minutes. With no references I started to get vertigo but it disappeared as we broke into a clear area. The Captain was trying constantly to contact the other helicopter but his radio transmission kept breaking up just like the intercom. He tapped me on the shoulder and as a glanced back at him he pointed to his mike and then at me.

                I picked up his attempts to raise 816 for another few minutes, to no avail. We tried the beeper and still couldn’t get a response. The Captain was finally able to raise Pleiku but we couldn’t link to the radar on their UHF channel. We switched to FM and after an eternity we picked up their signal. By now the Captain had no voice communication and it was left to me to call us in to the airfield. First time for everything, I’m no pilot just a scared young kid in the front seat. Radar asked for our position and I replied with where I thought we were, they had us make a right turn and from that they identified us. During our approach I continued to try to reach 816 on the two or three UHF channels we had used and on FM. No answer, no luck. I told Pleiku were number two in a flight of two AH-1Gs and that we had lost our lead aircraft between Ahn Ke and Pleiku. I asked if they would do a search for them. Pleiku replied there were no other contacts in the area. Sinking into the seat a thousand things raced through my mind as we made our GCA to about 3 miles out and then turned toward Holloway. Were they down? Where and why? Was it something I missed? I began to constantly run the inspection checklist through my mind. When we neared the air strip the Captain flipped on the landing lights and they immediately failed. What next? There we were, approaching an uphill airstrip with no lights on the ground and none on the aircraft, in the dark of the night. The tower spotted us somehow and eventually cleared us to land.

                I acknowledged their transmission and began searching the black space in front of us. Catching the minimal light reflecting off the metal scrapings left behind on the landing strip I was able to call the aircraft down to within 5 feet of the landing strip. Quickly moving to our flight line the Captain finally put it on the psp and began shutdown. Relieved to be on hard ground the comfort didn’t last long, as soon as I could get the canopy open I was in the commo shack yelling to my fellow night shift buddy to try to find 816. I spent the night there, half asleep half listening to the radio traffic. At first light all of the aircraft we had that weren’t assigned for the morning took off to search for the missing helicopter and crew. Nothing came in, no one found anything, no one saw anything. I finally went to bed around noon and was back at work on the flight line that night; hoping beyond hope.

                Three days later in the middle of the afternoon a courtesy call came in from a slick out of Phu Cat saying that they had spotted and reported the possible crash site west of An Tuc. As soon as I heard about it I was on my way to our slick climbing in right after the pilots, the Captain was flying a mission that afternoon. The short flight seemed to take forever and then there weren’t any clearings nearby where we could set down, there were three or four other choppers already on site. We set down a few hundred yards away and made our way through the thick vegetation, uphill to the remains of the helicopter. It was 816. The investigation team was already there; two body bags were lying next to the ship. The Wobbly had flown his aircraft directly into a hill side, the transmission broke loose and what was left of the rotor blades had flexed and cut through the rear canopy. The front seater – Mitch… there was no way he could have made it. The back seater – the Wobbly was killed by one of the blades.

                They wouldn’t let us do anything, touch anything, not even transport our buddies back “home”. It was along ride back to Holloway… Hmmm by the flip of a coin. Since then I always call tails… Since then, I still wonder if I missed something, something that forced them down into that hillside. The official report said not… I still wonder today…