20TH HELICOPTER SQUADRON

" PONY EXPRESS"

The 20^th Helicopter Squadron was formed at Eglin AFB, Florida in November 1965 under the command of Lt. Col Lawrence Cummings. Training was provided by the 4401st Helicopter Squadron, under the “PONY EXPRESS” Project. The pilots selected were the most experienced CH-3B/C pilots in the Air Force at the time since the CH-3B/C had been operational with the USAF for a very short period of time.

To view the above photo in Adobe Acrobat which allows you to enlarge the photo and scroll through the members, click Here

To view the above photo in Adobe Acrobat which allows you to enlarge the photo and scroll through the members, click Here

After a month of training and checkout, the Squadron was deployed to South Viet Nam in November 1965. The Squadron initially was stationed a Tan Son Nhut Air Base near Saigon. The CH-3C helicopters, which had been disassembled and flown to Viet Nam in C-141 aircraft, were then assembled and readied for duty. The Squadron was split into three flights; one stayed at Tan Son Nhut under the command of Major Richard Burdett. Another flight was sent to DaNang AB under the command of Major Herbert Zehnder with six CH-3C aircraft. The third flight was assigned to Cam Rahn Bay.

The flight at DaNang performed several missions in the six months they were at DaNang. One of the missions was to support the Forward Air Controller units at the Khan Duc and Khe Sahn Green Beret bases, which involved carrying 500 gallon fuel cells and Conex boxes of supplies on the cargo sling.

The flight performed many general support missions such as retrieving downed Marine H-34 and Huey helicopters from remote sites, slinging fully equipped radio jeeps to hilltop reconnaissance sites; and ferrying wounded soldiers to the hospital at DaNang or to the Hospital Ship Repose which was stationed off the coast of DaNang. One major mission was to work with the Marines to support Operation Double Eagle by em placing 105 Howitzers at forward firing positions by carrying them on the cargo sling under the aircraft and placing them in position at the forward firing site.

One of the Pony pilots was awarded the Silver Star when he was diverted on the way back from Dong Ha to evacuate wounded soldiers from the A Shau Valley which was under attack by heavy mortar and machine gun fire. He escaped ground fire after takeoff by immediately pulling up into the low lying clouds.

In late spring of 1966, the flights at Cam Rahn Bay and DaNang were reassigned to Udorn RTAFB in Thailand under headquarters 14^th Command Support Group, Nha Trang, SVN. The designated radio call sign was "Pony Express". There they again performed a number of missions including support of anti-terrorist operations of the Thai Army. During the monsoon season the CH-3C helicopters were used to fly critical supplies and medical personnel to outlying villages which were cut off from road supply by the muddy roads. The Ponies also had the mission of engaging in classified Counterinsurgency flights into Laos and North Vietnam. In 1968 the unit was PCS to Udorn.

Officer's Club at Udorn RTAB. As you can see the Honda 90 motorcycle was a popular mode of transportation. If you climbed on your Honda when you were a bit tipsy, you often were rewarded with “Honda Rash”.

This is an Air America plane landing at one of our mountain top landing strips in Laos. You landed uphill at the bottom of the hill and taxied up to the loading area.

The unit aircraft were CH-3C Sikorsky helicopters. The helicopters were basic CH-3C models with no armor except on the engine cowling doors, the transmission doors, and around the tail rotor gearbox. No further armor was deemed necessary since the mission was to be clandestine and the power/weight ratio was considered more important. Even then, with the equipped engines, power was sometimes very marginal. In early 1968, the engines were upgraded from the 1300 hp model to the 1500 hp models which was a vast improvement in the high temperature/humidity environment.

Due to the classified nature of their mission, the 20^th CH-3's did not display any U.S. markings or insignia. They were equipped with slotted hangers to insert the USAF insignia when flying "in country". The pilots had no insignia on their flight suits. The helicopters were painted the standard camouflage pattern, except one. CH-3C #63-09676 was painted flat black to determine the color feasibility for our mission. It soon was given the nickname of "Black Mariah", the Night Wind. It was the only black H-3 to serve in SEA and is now on display at the USAF Museum at Wright-Patterson AFB, Dayton, Ohio.

The 20th Helicopter Squadron "Pony Express" was one of the most extraordinary and outstanding combat units in Southeast Asia. The Pony Express' primary highly classified mission was counterinsurgency. They flew their unarmed helicopters from Thailand to various friendly airstrips in Laos where they could refuel and await to launch their missions. They would fly indigenous troops into unprepared sites in Laos and North Vietnam to gather intelligence on troop/truck movements, etc. This information would in turn be forwarded to the appropriate Military agencies to select targets for air strike missions.

The infil/exfil site would be selected and studied. Previous to the flight an airborne "recon" of the site would be made, often using CAS Beech Baron or Air America Pilatus Porter aircraft. Since the Air America aircraft were constantly flying over the country, they would hardly be noticed.

The mission tactics would usually include two helicopters. One would be the "high bird" and would orbit at a discreet distance to distract the enemy and to act as a rescue aircraft if needed. The "low bird" would fly in at low altitude to the selected site to offload the troops. This was usually accomplished at dusk to give the ground troops a chance to disperse if enemy forces were encountered. If any enemy ground fire was encountered on the "infil" approach, the mission would be aborted and the troops not put at undue risk.

As previously stated, the helicopters were not equipped with armor. The crew would wear the "flack vest" and place another flack vest under the pilot seats to provide personal protection. Their only weapons were the crewmember's personal weapons, an M-16 rifle and a .38 caliber revolver. The infil portion of the mission required secrecy and not a firefight. The "exfil" though might another matter. Sometimes the ground troops would encounter enemy forces and would require extraction while under enemy fire. The "Ponies" depended on "top cover" usually supplied by A-1 Skyraider fighter aircraft, call sign "Sandy", to provide close air support with their guns and bombs, if needed. In the early days at Udorn, the Ponies were sometimes accompanied by World War II twin engine B-26 Marauder aircraft.

In 1967, the NVA had 37MM anti-aircraft guns along the Ho Chi Minh Trail which were visually sighted and not too accurate above 10,000'. So any missions that required us to cross the Ho Chi Minh trail were either flown at tree top level or above 10,000'. After President Johnson stopped the bombing of North Vietnam in 1968, the NVA moved the 85MM guns from around Hanoi and placed them along the "Trail". These guns were radar controlled and accurate up to 30,000'. Since our H-3's couldn't fly that high, the crossings then were at low level and take our chances on ground fire. At least the H-3 was pretty quite compared to the Air America "Hueys" that you could hear for 20 minutes before they arrived.

The Pony Express other mission was in support of TACAN navigational sites in Laos. These sites were important in guiding fighter and bomber aircraft on strike missions into North Vietnam. The helicopters would deliver personnel and needed supplies, such as power generators and diesel fuel, to the remotely located sites. One of the most important of these sites was at Lima Site 85 on top of a 5800' karst mountain, a scant 12 miles south of the Laotian/North Vietnam border and 125 miles southwest of Hanoi. (for related story on LS 85, see Timothy Castle's book, "One Day Too Long").

In the spring of 1968, the "higher ups" decided to equip the Pony's helicopters with a .30 caliber M-60 machine gun in the cabin door. The pilots considered this just extra weight and it was probably never used in combat.

In the spring of 1968, some pilots and aircraft of the 20^th HES were transferred to Nakhon Phanom (NKP) to start up the 21^st Helicopter Squadron.

In July 1968, four UH-1F's and 10 pilots from the Ponies' sister flight, Green Hornets, arrived from Nha Trang. The "new" Pony Express Hueys flew virtually all the same missions as the H-3's. There were a few of the H-3 missions in Northern Laos that the Hueys were not involved in due to the extreme distance and limited range of the UH-1.

In August 1968 the 20th Helicopter Squadron was redesignated the 20th Special Operations Squadron (SOS). The Pony Express continued to fly many missions in support of DOSA (Director of Operations for Special Activities) through 1968 and into 1969. The Ponies flew 75% of their flying time as combat time and over 75% of their time flying their primary DOSA missions. The Pony Express always had two large and important missions, TACAN support and DOSA missions fragged by 7/13th AF in support of the secret war in Laos. The Ponies did not have sufficient helicopters and pilots to accomplish every mission adequately. Some of their large missions required the use of up to 20 CH-3E helicopters and they only had nine CH-3's and four UH-1's assigned. On many occasions the Pony Express called upon the 21st SOS at NKP to help with these large missions. (See the link to the 21^st SOS on our Links Page)

In mid 1969, a talk of merging the 20th and 21st began which would allow them to work more closely together and utilize the 21st flying time more for combat missions. The Pony Express would remain at Udorn as a Forward Operating Location with basically the same people, aircraft and mission. Little did anyone know of the problems to follow. Apparently the ego and petty jealousy of the Wing Commander at NKP who insisted that all assets be transferred to NKP created a severe demoralizing effect on all concerned. The Ponies crews still accomplished their mission in an excellent manner despite the difficulties. When the 20^th and 21^st merged near the end of 1969, the 20^th Pony Express Hueys returned to Nha Trang, SVN.

The FOL at Udorn lost three more helicopters to NKP and many pilot slots, which amounted to one-third of its capability. Yet, with only 4 helicopters, the FOL stationed at Udorn RTAFB, Thailand, still flew 63% of the DOSA missions and 60% of the TACAN missions and an amazing 53.8% of the overall mission of the newly formed 21st SOS headquartered in NKP.

Pony Express Song

 Pony Pics

This page is under construction. If anyone has any information pertaining to this and future 20th activities, please feel free to contact the organization historian.

Thanks to Don Morrissey for the info on the Hueys.

Dale Robinson provided the following article on the more recent history of the 20^th. To see his original article
click on the link :  http://members.aol.com/robinsondk/20ch4.htm

Also check out his home page at: http://members.cox.net/dale_robinson/index.shtml

Dale also provided this link to an interesting history of the 20^th from 1944 : 20th History

The 20th Special Operations Squadron was reactivated at Hurlburt Field, Florida on 1 January 1976 as a part of Tactical Air Command's 1st Special Operations Wing. The 20th's mission was to fly the UH-1N and CH-3E in the unconventional warfare role. .(NOTE 1) The next two years saw the unit grow to its full strength of six Bell UH-1N Hueys and four Sikorsky CH-3Es.

On 25 April 1977, a 20th UH-1N crew was diverted from a training mission over the Eglin Range to perform search and rescue duty for an F-4 crew. The Huey crew successfully located the downed crew and went in for the recovery as ordnance exploded from burning wreckage of the F-4 nearby. Staff Sergeant James T. Carter won the Cheney Award for his part in the rescue. (NOTE 2)

In late August 1977, the 20th was called upon to perform search and rescue duty when a Marine F-4 went down over the Gulf of Mexico. An HH-3 from Tyndall AFB near Panama City, Florida was dispatched for a rescue. The H-3 experienced mechanical problems and was forced to ditch in the gulf. The H-3 sank, but its crew and the pilot from the F-4 were picked up by the Coast Guard. The 20th flew sorties over the next several days in an attempt to locate the F-4's backseater. Unfortunately, he was not recovered. (NOTE 3)

In January 1978, the 20th became involved in a program called J-CATCH. J-CATCH, for "Joint Countering Attack Helicopters", was to develop tactics to counter a growing threat from attack helicopters. Concern over the increased helicopter firepower and numbers in potential adversary nations led Tactical Air Command to outfit 20th UH-1Ns and CH-3Es as aggressors, creating a force that simulated Soviet attack helicopter capabilities and tactics. Scenarios included helicopter-to-helicopter tactics, and helicopter-to-fighter tactics. (NOTE ) The J-CATCH helicopters were painted with special camouflage schemes and configured with Mini-TAT chain guns mounted under the fuselage, which were aimed by the co-pilot's hand controlled sight. The weapon system was loaned to the Air Force by the Canadian government. (NOTE 5) The 20th's aggressor force was known as "Red Force" and adopted a red scarf, which is still worn by the unit today. The red star on the unit patch today is a reminder of the J-CATCH mission, which successfully concluded in 1979. .

In June 1978, the 20th CH-3 section successfully provided pathfinder services for a flight of 22 Army helicopters from Fort Benning, Georgia. Operation NIGHT HAWK marked the first time this type of joint service operation had been attempted. (NOTE 6) .

As 1979 began, however, U.S. Air Force special operations capability was nearing extinction. Special operations forces suffered from meager budgets and resources while Air Force priorities went into modernization of conventional forces. Events in the coming year would eventually bring major changes for special operations in general, and the 20th SOS in particular. (NOTE 7)

The 20th remained busy with J-CATCH in 1979. They also experienced problems with the weapons system on the CH-3E. Spent brass from the guns was ejected overboard, where it entered the aircraft's slipstream. The slipstream carried the brass into the tail rotor, causing damage to tail blades. The 1st SOW developed a solution and implemented it, preventing damage to aircraft and possible loss of aircraft and lives. (NOTE 8)

Summer of 1979 found the 20th testing new hardware. In July, an infrared searchlight filter was successfully tested. The system had been developed by the Army and it was modified for use on Air Force helicopters at Hurlburt Field. August began with tests of a long range navigation system built by Teledyne. The tests successfully proved the accuracy of the system. (NOTE 9)

Later in August, a CH-3E successfully deployed a Zodiac boat and two man combat control team nearly 30 miles out into the Gulf of Mexico. (NOTE 10) The Zodiac is a light weight craft which can be powered by either electric motor or gasoline engine. Later in August, another CH-3E deployed a boat and a seven-man Army scuba team simultaneously. (NOTE 11) .

On 13 August, a 20th CH-3E was forced to make an emergency landing in Choctawhatchee Bay near Eglin AFB after an engine failure and fire. The aircraft was recovered safely and towed back to Eglin for repairs. The tow operation took six hours. (NOTE 12)

On 10 September, the 20th participated in a demonstration of special operations capabilities for base personnel and dependents. Two CH-3Es and three UH-1Ns were tasked for the demonstration. The first CH-3 landed, deploying two combat control personnel, a jeep, and a Fulton surface-to-air recovery kit. The second CH-3 deployed combat controllers in a HALO (high altitude, low opening) parachute jump, while other combat controllers rappelled from the Hueys. The rappellers were recovered by rope ladder aboard the Hueys, while the first combat control team demonstrated a Fulton recovery. With the Fulton kit deployed on the ground, a low flying MC-130E Combat Talon snares a cable suspended by a balloon. The cable trails along behind the fixed-wing aircraft and is then grappled and winched inside. Up to 500 pounds or two personnel can be snatched aboard the Combat Talon in this manner. The demonstration showed what teamwork among Air Force special operations forces could accomplish. (NOTE 13)

On 24 September, the Air Force approved a Statement of Need for upgraded special operations helicopters to replace the UH-1Ns and aerial refueling probes for the CH-3Es. In October, a briefing to TAC lead to the CORONET CHOPPER test program to develop rapid deployment procedures for UH-1N helicopters. (NOTE 14)

The U.S. Embassy in Tehran, Iran was overrun and seized by Iranian students on 4 November 1979. Many Embassy personnel were captured and held as hostages and the U.S. immediately set about planning a rescue. Most special operations air assets were owned by the 1st SOW at Hurlburt and the MC-130 Combat Talons and AC-130 Spectre gunships were tasked for the rescue attempt. Helicopters were required as well, but the 20th's Hueys and CH-3Es were not capable of the demands the rescue mission required. As a result, Navy and Marine RH-53D Sea Stallions with Marine crews were selected for the mission. Eight aircraft were assigned and at least six were required to complete the mission. (NOTE 15)

The mission was set into operation in late April 1980. The fixed-wing aircraft, four MC-130 Combat Talons carrying troops and three EC-130s carrying fuel bladders to refuel the helicopters would stage from a base in Oman, while the choppers would stage from the aircraft carrier USS Nimitz. The aircraft would rendezvous at a site known as Desert One. The RH-53s would refuel and take the troops on board. the helicopters would then take off for another site, while the fixed-wing aircraft would leave Iran. (NOTE 16)

The helicopter assault force would drop off their troops and then the helicopter crews would move their aircraft to a hiding place some fifty miles outside Tehran. There they would remain overnight. The assault force would secure the Embassy, while additional forces would attack and secure an airfield outside Tehran, using MC-130 Combat Talons for the assault with AC-130 gunships for close air support. C-141 Starlifter transports would land at the airfield once it was secure and the choppers would airlift the hostages and assault force from the Embassy to the airfield. The freed hostages, the assault force and the chopper crews would board the C-141s for home. The abandoned choppers would be destroyed. (NOTE 17)

Early on, the mission experienced problems. The Marine helicopter aircrews were not experienced in desert flying or flying while using night vision goggles. The RH-53 was prone to mechanical problems and the different components of the force had not practiced together. (NOTE 18)

As the mission began on the evening of 24 April 1980, it began to unravel. Soon after the helicopters crossed the coast into Iran, one chopper experienced a malfunction indicating a possible main rotor blade failure. The aircraft was abandoned and its crew was picked up by another chopper. The helicopters available had decreased to seven. They were also fifteen minutes behind schedule now. (NOTE 19) 19

A desert storm limiting visibilty forced two RH-53s to turn back and land when they lost sight of the other aircraft and the ground. The remaining five choppers pressed on. The pilots of the two choppers on the ground decided to make another attempt after a forty five minute wait. Shortly after entering the storm, the first helicopter experienced a failure of the second stage hydraulic system. The pilot elected to continue on. The second aircraft's compass and pitch and roll indicators both failed, along with a malfunction of the inertial navigation system. The second chopper turned around and headed back to the Nimitz. Now only six aircraft remained. (NOTE 20)

Shortly after midnight on the 25th, the first two choppers landed at Desert One. The sixth and last chopper landed just before 0100. The choppers were nearly two hours behind schedule now, but began to refuel from the EC-130s. (NOTE 21)

The chopper which had experienced the hydraulic failure was deemed unflyable by the senior Marine helicopter pilot. The mission now had only five choppers to do the job of six. The mission commander ordered the mission aborted and the ground forces began to re-board the C-130s. At 0225 on the morning of 25 April, tragedy struck in the Iranian desert. One of the choppers pulled into a hover to make room for another one to be refuelled. The crew experienced a "brown-out" as the rotor wash kicked up dust and obscured visibilty. The RH-53 collided with the cockpit of an EC-130 and both aircraft burst into flames, killing crewmen aboard both the chopper and the EC-130. (NOTE 22) The survivors boarded the remaining planes, abandoned the choppers and aborted the mission. (NOTE 23)

After the failure of the Iranian hostage rescue attempt, the Vice Chief of Staff of the Air Force ordered the reassignment of nine HH-53H Pave Lows from the Aerospace Rescue and Recovery Service to the 1st SOW on 14 May 1980. By 17 May, eight of the aircraft had been transferred from Kirtland AFB, New Mexico to the 20th SOS at Hurlburt Field. The ninth aircraft was still undergoing modification at Naval Air Station Pensacola, Florida. (NOTE 24)

The HH-53H Pave Lows, which had become operational only a few months earlier, were the result of a number of upgrades of the old HH-53 Super Jolly Green Giant rescue helicopter. The modification program was code named "Pave Low" and the name stuck on the helicopter. The Pave Low program had actually begun in the late 1970s to augment combat rescue forces with an all weather, nighttime, low level capability. (NOTE 25)

The transfer of the Kirtland Pave Lows, including Kirtland aircrews and maintenance personnel to special operations, began the 20th's transition out of the H-3. The sudden transfer of rescue aircraft and personnel to Tactical Air Command created a lot of hard feelings in the Aerospace Rescue and Recovery Service and its parent Military Airlift Command. (NOTE 26)

Almost immediately, the Pave Lows and their crews, along with AC-130 gunships and MC-130 Combat Talons were deployed for what was billed as a RED FLAG exercise, but was in reality HONEY BADGER, a project to upgrade the capabilities of SOF aircraft. It was also a rehearsal for a possible second rescue attempt for the hostages in Iran. The new wrinkles in the problem: the Iranians had dispersed the hostages to hamper further rescue attempts and the Soviets had stepped up surveillance of U.S military movements in the U.S. and in the Middle East. Still, after nearly five months of training and the loss of an HH-53H in a tragic crash at Dugway, Utah, HONEY BADGER was ready to go. Plans to press with the rescue were put on hold because estimates put potential losses of rescuers and hostages at an unacceptable 30 percent. The force remained on standby, however, until the hostages were released in January 1981. (NOTE 27)

While the Pave Low section awaited orders to deploy to Iran, the 20th's UH-1N flight was pressed into rescue duty while deployed to Nellis AFB, Nevada for a RED FLAG exercise. Early on the morning of 21 November 1980, fire broke out in the MGM Grand Hotel in downtown Las Vegas. Within the first thirty minutes after the fire was spotted, a Las Vegas police helicopter, augmented by three civilian helicopters, had rescued between 250 and 300 hotel patrons from the building's roof. Many more were still trapped in the building, perhaps thousands, when a call went out to the Nellis AFB command post for help. Nellis' 57th Tactical Fighter Wing maintained a detachment of UH-1Ns at Indian Springs Auxiliary Air Field, which soon joined the rescue effort. Nellis command post, realizing the dire need for helicopters, also notified the 20th's deployed crews and the 302nd SOS, an Air Force Reserve unit flying CH-3Es deployed to RED FLAG from Luke AFB, Arizona. (NOTE 28)

Within forty minutes of the call, the 20th's three UH-1Ns were airborne. They joined the three CH-3Es from the 302nd and three UH-1Ns from the 57th's Detachment 1. They began to ferry fire, medical, and rescue personnel and supplies and equipment to the roof of the hotel, returning with exhausted rescue personnel and firemen. 20th crews transported around 150 emergency personnel to or from the roof, along with five survivors. The UH-1N crews from Det 1 pulled 57 survivors from the roof, while the CH-3E crews from the 302nd pulled 17 survivors from balconies with their rescue hoists and forest penetrators. (NOTE 29)

When the blaze was finally brought under control and extinguished, 84 lives had been lost and nearly 700 persons had been injured in the second deadliest hotel fire in U.S. history. Undoubtedly, many more would have lost their lives if not for the actions of the crews from the 20th, their comrades in Det 1 and the 302nd, and their civilian counterparts. After the rescue, all three Air Force helicopter units were recognized on the national television program "That's Incredible". Co-host John Davidson honored all the Air Force members involved in the rescue, saying "They are truly American heroes." (NOTE 30) Following the tragic Iranian hostage rescue attempt, a Special Operations Review Group was commissioned and the Air Force began to take a look at its future needs with the Air Force 2000 Study. As a result of the studies, special operations gained new emphasis. Active duty Air Force special operations forces were still aligned under the Tactical Air Command and consisted of the single wing at Hurlburt Field, and two squadrons overseas. (NOTE 31)

The Air Force 2000 Study recommended that special operations be placed under HQ USAF as a Special Operations Agency or in a major command as a numbered air force. Military Airlift Command, originally opposed to consolidation, was now a proponent of consolidating special operations and combat rescue forces. MAC argued that placing these assets under MAC control would be the most efficient way to manage both special operations and rescue forces. Since MAC already controlled most C-130 and helicopter aircraft and personnel anyway, MAC argued that it was only logical that MAC should control the special operations assets. The logic of the argument finally convinced TAC commander General Wilbur Creech and in September 1982, TAC agreed that Military Airlift Command should be the sole manager of Air Force Special Operations Forces. (NOTE 32) In March 1983, MAC established the 23rd Air Force at Scott AFB, Illinois. Aerospace Rescue and Recovery Service and the newly reactivated 2nd Air Division at Hurlburt Field fell under the new numbered air force. The 2nd Air Division was to manage all Air Force special operations forces, including the 1st Special Operations Wing at Hurlburt, the 1st Special Operations Squadron at Clark AB, Republic of the Philippines, the 7th SOS at Sembach, Germany, and a special operations detachment at Howard AB, Panama, along with all Air Force Reserve and Air National Guard units with special operations missions. The 1st Special Operations Wing consisted of three flying squadrons, the 8th SOS, flying MC-130E Combat Talons, the 16th SOS, flying AC-130H Spectre gunships, and the 20th SOS, still flying UH-1Ns and HH-53Hs. (NOTE 33)

In May 1983, the 20th SOS UH-1N flight was tasked for drug interdiction in a mission code named Operation BAT. (NOTE 34) The purpose was to stem the flow of illegal drugs from the Bahamas, Antilles, and Turks Islands in co-operation with the Drug Enforcement Agency and the government of the Bahamas. The 20th's UH-1Ns continued to fly Operation BAT missions until October 1985, when the UH-1Ns and the BAT mission were transferred to Homestead AFB, Florida, and the 48th Aerospace Rescue and Recovery Squadron. (NOTE 35)

On 4 July 1983, Operation BAT missions resulted in the capture of a Cessna 404 aircraft, its pilot, and 863 pounds of cocaine, plus the capture of a 70 foot motor vessel and more than 3,000 bales of marijuana, weighing more than 30 tons. (NOTE 36)

In mid 1983, the 20th began to train Aerospace Rescue and Recovery Service crews to perform the Operation BAT mission. (NOTE 37)

In October 1983, President Reagan ordered U.S. troops to intervene in the Carribean island nation of Grenada where the Soviet Union and Cuba were establishing a disturbing presence. The resulting operation, URGENT FURY, did not involve 20th aircraft and crews. Problems encountered in the joint service operation lead to a Senate Armed Services Committee study. Identified were a number of inadequacies, such as lack of communications and coordination between Army and Navy forces. The study recommended reorganization of Department of Defense, including the creation of unified commands for transportation and special operations. The recommendations resulted in the eventual formation of the United States Special Operations Command and the Air Force Special Operations Command. (NOTE 38)

A UH-1N crashed during an Operation BAT mission in January 1984, killing three of the four crewmen aboard. Dead were Captain Dyke H. Whitbeck, First Lieutenant Thomas L. Hamby, and Staff Sergeant Edgardo L. Acha. Staff Sergeant Paul B. Cartter was seriously injured. (NOTE 39)

Despite the losses, the Green Hornets continued to perform the OpBAT mission. In September, a chase of a DC-6, the civilan version of the Air Force's C-54 cargo plane resulted in the capture of the aircraft and crew and the seizure of an estimated 13,000 pounds of marijuana. (NOTE 40)

The Pave Low section was busy as well, participating in a number of exercises. In October 1984, Pave Low crews and aircraft deployed to the Republic of the Philippines for Exercise COPE THUNDER 85-1. The deployment ended tragically when a crash destroyed a Pave Low and killed its crew. Dead in the crash were Major James S. Prowell, Captain Michael W. Skeen, Technical Sergeants Thomas M. Ortiz, Jr. and Wayne A. Johnson, Staff Sergeant Robert G. Barker and Sergeant Max B. Lincks, Jr. (NOTE 41)

Just a month later, another Pave Low was destroyed while deployed to Pope AFB, North Carolina. The aircraft suffered a tail rotor failure when the tail rotor and gearbox separated from the aircraft. Only the quick reaction of aircraft commander Lieutenant Colonel Horace "Bo" Johnson saved the lives of the 15 persons on board. (NOTE 42)

A 20th SOS Operation BAT UH-1N worked with a U.S. Customs aircraft in December 1984, chasing a drug smuggler aircraft from the Bahamas to Seabring, Florida. Two smugglers were arrested and the aircraft and its load of marijuana was seized. (NOTE 43)

Early 1985 found the 20th's Pave Low crews on the road, training to fly in mountainous terrain. Training was conducted at Dobbins AFB, Georgia and Kirtland AFB, New Mexico. (NOTE 44)

On 1 October 1985, the 20th officially transferred Operation BAT and its UH-1Ns to the 48th Aerospace Rescue and Recovery Squadron at Homestead AFB, Florida. During Operation BAT, the 20th had flown more than 3,000 sorties which lead to the capture or destruction of more than $1.5 billion in drugs, and the aircraft, vessels, vehicles and equipment used to smuggle them. (NOTE 45)

In January 1986, the Air Staff directed that ten H-53s be upgraded to the Pave Low III Enhanced or MH-53J configuration. The MH-53J enhancements included an integrated inertial navigation system, doppler radar, global positioning system, improved terrain following radar and forward looking infrared systems, a night vision goggle compatible heads up display, range extension provisions for an internal auxiliary fuel tank, improved weapons and defensive systems, and an improved secure communications system. The program was funded with $59.6 million and completion was scheduled for 1988. (NOTE 46)

In mid-March 1986, testing began to develop maintenance procedures for shipboard operations with the H-53. Unlike Navy and Marine versions on the H-53, the Air Force version was not equipped with a fold system to allow the helicopter to be stored below decks on an aircraft carrier. A twelve man maintenance team deployed with on HH-53H to NAS Norfolk, Virginia for tests on the USS Saipan. (NOTE 47)

Shortly after the tests began at Norfolk, the 20th received a short-notice tasking for POWERFUL GAZE, an important joint service exercise. Aircraft and crews were recalled from deployments to Kirtland, Dobbins, and Norfolk. With only five days notice, the 20th aircrews and maintenance unit prepared the aircraft, packed the support bins, and redeployed to Pope AFB to successfully participate in the exercise. (NOTE 48)

May 1986 found the Pave Lows back on the road, this time in the Southwestern U.S. for an exercise named ELATED CYCLONE. The deployment, which began on 13 May, was conducted under bare base field conditions. The scenario was designed to test the limits of the aircraft and crews. Sadly, the exercise terminated following the death of Major Richard C. Brims in an HH-53H accident on 21 May. (NOTE 49)

The tragedy in May did not slow the pace of operations for long. In June, five aircraft deployed to Kirtland for a 60 day TDY to upgrade crews and to verify new formation flight procedures. (NOTE 50) In October, three aircraft deployed to NAS Jacksonville, Florida for deck landing qualification where 20th crews trained to perform shipboard operations. (NOTE 51)

In January 1987, testing of the titanium spar main rotor blade on the HH-53H began at Robins AFB, Georgia. A single aircraft deployed for the test. The test was to determine the feasibility of using the titanium spar blades on the Air Force version of the H-53. The blade had been in use on Navy and Marine H-53s, but never tested with the different rotor head used by the Air Force. Tests resulted in the approval of titanium spar blades on the Pave Low. The advantages to the new blade included lighter weight and greater lift. (NOTE 52)

1987 was a busy year for the 20th. In March, three aircraft deployed to Pope AFB for U.S. Army Ranger sustainment training. (NOTE 53) In July and August, 20th crews and aircraft deployed to Knoxville, Tennessee for mountain training and to NAS Norfolk for water training. They also deployed to MacDill AFB, Florida for weapons and tactics training and Lawson Army Air Field, Georgia for Ranger sustainment training. (NOTE 54) November 1987 found the 20th with six aircraft deployed to Martinsburg, West Virginia for Exercise CASINO GAMBIT. The long range capability of the Pave Low was amply demonstrated when a mission scenario included a short-notice tasking to recover Special Forces teams near the Canadian border. The teams were successfully recovered following an 800 nautical mile flight to their pick up point. (NOTE 55)

January 1988 began with six aircraft deployed for a joint readiness training exercise, followed by a three aircraft deployment to Colorado and Washington for mountain training in February and March. Six aircraft were deployed for mountain training again in July. September and October saw four aircraft deployed for Exercise ALASKAN HUSKY, while another four deployed to Panama for Exercise PAVE JUNGLE. (NOTE 56)

During a deployment to Fort Pickett, Virginia in October, a Pave Low crash resulted in damage to the aircraft, but no fatalities. Cost of repair was estimated to exceed $6.7 million. (NOTE 57)

The next year opened with a major exercise. JAGUAR BITE was the 1st Special Operations Wing operational readiness inspection and designed to test the wing's ability to perform a variety of missions from a variety of locations. The 20th was heavily involved. Operations in extreme cold and snow and ice conditions taxed both the personnel and machines. The exercise earned an overall rating of "Excellent".(NOTE 58)

Following JAGUAR BITE, operations returned to normal for the 20th. In March, three Pave Lows deployed to the USS Charleston for deck landing qualifications. April saw the 20th deploy four aircraft for capabilities exercise and June saw the return of four Pave Lows to the USS Charleston, again for deck landing qualification training. (NOTE 59)

In October, the 20th deployed for joint special operations exercise KNIFE BLADE, which heavily taxed airframes, aircrews, and maintainers. The exercise involved redeploying to several different locations and included teardown of the Pave Lows, transport aboard C-5 Galaxy cargo planes, and reassembly and flight testing at the new operating location, followed by heavy mission taskings. (NOTE 60)

November was no less hectic with heavy committments for a joint readiness exercise at Pope AFB, North Carolina and Hurlburt Field. (NOTE 61)

As Christmas 1989 approached, the 20th SOS had just completed a major training exercise when they were tasked for a real world mission: Operation JUST CAUSE. (NOTE 62)

END NOTES 4

.

NOTE 1. "1st SOW Gains Hornets", article in SOF Hi-Lites, (Hurlburt Field base newspaper), January 9, 1976, pg 1. .

NOTE 2. 20th Special Operations Squadron Historical Report, 1 Apr - 30 Jun 1977. .

NOTE 3. SOF Hi-Lites, September 2, 1977. .

NOTE 4. "J-CATCH", an article by Captain Joe Vallimont, in TAC ATTACK, March 1979, pg 24-29. .

NOTE 5. 20th Special Operations Squadron Historical Report, 1 Oct - 31 Dec 1978. .

NOTE 6. 20th Special Operations Squadron Historical Report, 1 Apr - 30 Jun 1978. .

NOTE 7. Lieutenant Colonel Jerry L. Thigpen, AFSOC: The Air Force's Newest Command. Carlisle Baracks, Pennsylvania: U.S. Army War College Studies Program Paper, 1981, pg 27. Hereafter referred to as "Thigpen." .

NOTE 8. Chronology, pg 164 - 165. .

NOTE 9. Ibid., pg 165. .

NOTE 10. Ibid. .

NOTE 11. Nadel, pg 99. .

NOTE 12. 20th Special Operations Squadron Historical Report, 1 Jul - 30 Sep 79. .

NOTE 13 .Ibid. .

NOTE 14. Ibid., pg 167. .

NOTE 15. Nadel, pg 151 - 158. .

NOTE 16. Ibid. .

NOTE 17. Ibid. .

NOTE 18. Ibid. .

NOTE 19. Ibid. .

NOTE 20. Ibid. .

NOTE 21. Ibid. .

NOTE 22. Ibid. .

NOTE 23. Ibid. .

NOTE 24. Leo Anthony Gambone, That Others May Live: Pave Low III. Wright-Patterson AFB, OH: History Office, Aeronautical Systems Division, 1988, pg 228-231. Herafter cited as "Gambone." .

NOTE 25. "So Others May Live", an article by Marge Sanders in Gosport, the NAS Pensacola newspaper, March 23, 1979, pg 3. .

NOTE 26. Gambone, pg 230. .

NOTE 27. Ibid. .

NOTE 28. "The Pony Rides In Vegas", an article by Robert K. Ruhl in Airman magazine, April 1981, pg 2 -10. .

NOTE 29. Ibid. .

NOTE 30. Ibid. .

NOTE 31. Anything, Anywhere, Anytime: An Illustrated History of the Military Airlift Command, 1941 - 1991. Scott AFB, Illinois: Military Airlift Command Office of History, 1991, pg 185 - 189. Hereafter cited as "Illustrated History of MAC." .

NOTE 32. Ibid. .

NOTE 33. Herbert H. Kissling, An Air Commando and Special Operations Chronology, 1961-1991. Hurlburt Field, Florida: 1st Special Operations Wing History Office, 1991, pg 184. (Hereafter cited as Chronology.) .

NOTE 34. 20th Special Operations Squadron Historical Report, 1 Apr - 30 Jun 1983. .

NOTE 35. Chronology, pg 211. .

NOTE 36. Ibid., pg 193. .

NOTE 37. Interview with MSgt J.D. Smith, 20th SOS aerial gunner. .

NOTE 38. Illustrated History of MAC, pg 185 -189. .

NOTE 39. Chronology, pg 199. .

NOTE 40. Interviews with LTC Donald Hoover, 20th SOS commander and MSgt J.D. Smith, 20th SOS aerial gunner. .

NOTE 41. Ibid., pg 204, 207. .

NOTE 42. History of USAF H-53s, on file with the 20th SOS historian. Herbert Kissling's Chronology, pg 205, reports the accident as "catastrophic engine failure", apparently erroneously. .

NOTE 43. Chronology, pg 206. .

NOTE 44. Ibid., pg 208 - 209. .

NOTE 45. Ibid., pg 211. The figures cited here involved gathering information from various sources and trying to come up with reasonably correct figures.

NOTE 46. Ibid., pg 212.

NOTE 47. Ibid., pg 213.

NOTE 48. Ibid., pg 214.

NOTE 49. Ibid., pg 215.

NOTE 50. Ibid.

NOTE 51. Ibid., pg 217.

NOTE 52. Ibid., pg 219.

NOTE 53. Ibid.

NOTE 54. Ibid., pg 221.

NOTE 55. Interview with LTC Donald Hoover, 20 SOS commander.

NOTE 56. Chronology, pg 223-224.

NOTE 57. Ibid., pg 224.

NOTE 58. Ibid., pg 225.

NOTE 59. Ibid., pg 226-227.

NOTE 60. 834th Aircraft Generation Squadron Nomination for the Maintenance Effectiveness Award, 1990.

NOTE 61. Ibid.

NOTE 62. 834 Aircraft Generation Squadron Nomination for t

 Hi Jim,
  I thought the guys would like to see these.  The 21 SOS ended it's legacy as a helicopter special operations unit this week (Sept 20, 2007).  Who knows when, how, or if ever again, to be resurrected as an AF unit.  In either event, on a note of sadness but with a heck of a lot of pride, here are the last 5 Pave Lows of the 21st SOS flying with the White Cliffs of Dover as a back drop, and also in fingertip formation behind a 352 SOG tanker.
  I was fortunate to be among the first crews to fly the CH-53s at NKP with the 21 SOS, along with Bob Arnaut, Roger Veillion, Hank Fannin, Toy Markham, Harvey Meltzer and others on our list.
  Tom Green