Chapter 1

The Tour Begins

I arrived at Nakhon Phanom RTAFB (Royal Thai Air Force Base) on 25 Oct 1971 after having left the States on 13 Oct. My first stop after departing Travis AFB, CA was Clark AB, in the Philippines for Jungle Survival School. I was on the same flight as my good friend Captain Buck Buchanan who had also been in my pilot training class at Webb AFB, TX and in the same F-100 class with me at Luke AFB, AZ a few short months earlier.

Prior to starting A-1 training at Hurlburt Field, FL, I had attended basic survival school at Fairchild AFB, WA. The purpose of this school was to first of all learn basic survival skills, but also to get an introduction to what to expect if taken prisoner by the North Vietnamese. There was a little exercise of about three days where we were turned loose at night and told to try and make it to the other end of an open field. Of course it was a setup, and soon all the students were "captured" and taken to a prison compound. What I remember most about this experience was that I was able to keep my cool when faced with this kind of situation. They told us that the real test would come at jungle school in the Philippines.

Clark AB was a huge base that also was the home of the SEA Jungle Survival School. Once again, students were taught basic survival skills in the jungle and the "graduation" exercise was an evasion exercise not unlike hide-and-seek. The catch was that we were hiding in the back yard of the local natives known as negritos. Each of us were given a chit that looked like a poker chip. If you were caught by a negrito, you has to surrender your chit,which was exchanged for a reward by the captor. Let it suffice to say that they were properly motivated.

I decided to test my mettle by not getting caught. Every student goes into the exercise with that objective. What few students do, however, is succeed. Most were simply unwilling (or unable) to 'role play' to the point where they were evading the Vietnamese and not the "harmless" negritos. I had no such problem.

I found a small gully that was covered with the thickest tangle of weeds and vines around. I got on my belly and crawled as far as I could into the center of it taking care to cover any sign of my presence. Once the whistle blew telling us that the negritos were on the hunt, I simply closed my eyes and relaxed. I believe I nearly fell asleep. A couple of times I heard negritos nearby, but none were willing to crawl into the gully to look for me. Once the all clear horn sounded, I felt absolutely great.

Later, we had a chance to visit the small zoo on the base which had a collection of most of the native species of snakes and other animals of the jungle. I am glad that I did not visit the zoo prior to my evasion exercise, or I probably would not have had the courage to crawl in there.

Once we arrived in Bangkok, we contacted the squadron at NKP and were told to enjoy ourselves in Bangkok while we had the chance. We could tell they were in no hurry to have us show up, so we accommodated them by spending a couple of days relaxing and getting some sun. Then we headed up-country and arrived at NKP on the 25th of October 1971.

Hobo 44...in right seat with Major "Nick" Nicholson...Flown at the end of the month so we (Tex, Buck, and I) could get combat pay for the month of October...One month earlier, Ramsey Vincent tried the same thing with disastrous results (KIA)...had severe helmet problems [hot spots] which necessitated the removal of my helmet for relief halfway through the mission...the strike went quickly and I had a hard time keeping up with things...Col. Buss and Buck were #2.

My first A-1 combat mission was not one I remember with fondness. Tex Brown, Buck Buchanan, and I had all arrived at NKP on the 25th of October, and had spent the previous few days getting the standard fare of briefings on every topic imaginable. There were briefings on the Thai culture, briefings on the base facilities, briefings on flying operations, and briefings on briefings. All this meant was that we actually had precious little time to take care of more important things like getting our flying gear issued and properly fitted.

The flight helmet we wore was a ballistic helmet. It was several ounces heavier than a normal helmet of the time and was supposedly able to protect one's noggin better than the regular helmet. But it still had to be fitted properly! A helmet that is too tight will produce "hot spots" which feel like someone is holding a hot poker to your skull. After repeated attempts at holding upward pressure on my helmet to relieve the discomfort, I finally had to remove the helmet for some relief. I'm sure I fiddled with the padding in an effort to make it fit less snugly, but do remember riding along in the right seat with my helmet in my lap for quite a while. Nick was I'm sure quite befuddled by the whole situation. He was kind enough to tap me on the shoulder when we reached the target area so I could put my helmet back on again.

I'm sure my lack of situational awareness was caused by the fact that I was NORDO with my helmet off when the prestrike briefing was given. I found it difficult to keep track of the FAC and wingman. Other than that, no problem!

The fact that Ramsay Vincent had died along with the pilot he was with (George Kaminicky) the previous month really was not related to the fact that it was flown at the end of the month to get Vincent his first ride and combat pay. I believe in chance, and I'm sure that the probability of going down while riding in the right seat on your first ride are not significantly different than on any other mission. His left seater was an experienced A-1 pilot somewhere in the middle of his tour. I had met Vincent at F-100 training, as he had come out of Huns as I had. I remember my shock when I arrived at NKP and was told he was gone.

Hobo 47...in right seat with Major Don "Major Major" Milner on another no-sticker...Took pictures which turned out pretty well...The rocket picture was my first attempt at taking inflight pictures from the A-1...Sky Crane escort which was a very long and tedious mission...Scotty [Randy Scott] in right seat of lead A-1.

My second combat mission was one which we loved to hate. The Sikorsky Sky Crane looked like a giant preying mantis and somehow they figured that whenever they flew from Ubon to Pleiku they needed A-1 escort. The problem was, they cruised at about 10,000 feet and 80 knots indicated airspeed. We would stay about 2,000 below them at our usual 140-150 knots and fly a moving racetrack pattern around them. With an A-1 at each side of the pattern, we would fly continual circles around the Sky Crane until he was close enough to Pleiku to drop off on his own. During my entire tour, I don't recall any ground fire being received on these missions. It must have worked!!

I was really encouraged by the way my pictures turned out on this mission. Had they come out bad, I may not have taken as many pictures as I did during my tour. The four pictures taken on this mission I have in my image section are a picture of 2.75" rockets being fired, a picture of A-1E 133857 backlit by the sun, A-1E 133857 earlier in the mission, and one from a low trail position.

Hobo 21...in right seat with Capt Denny Morgan, number 2 in a flight of two...first stick time and first attempt at tactical formation...hassle on RTB and Denny won.

Yet another right seat mission during my theater checkout. There were lots of guys in the squadron at this time, so it seemed there was no big hurry to check guys out. My notes say this was a PD mission standing for Phu Dung, standing for a mission which was related to insertion or extraction of ground teams.

Hobo 45...in right seat with 1Lt Glen Priebe, number 2 in a flight of two...right seat data collector for CBU-55 evaluation...pre briefed target east of the Rooster Tail (north of Tchepone)...FAC was Gibber for a one pass-haul ass.

This was an interesting mission that I was along for the ride on. I was in Glenn Priebe's right seat without any flight controls. Priebe was my first hootchmate at NKP. We didn't last long together. Let's just say that Priebe did not have the warmest personality around.

The munition we were testing was new to the theater. It was a FAE (fuel air explosive) munition designed to be used as an anti-personnel weapon. It contained smaller sub-munitions which burst upon impact, spreading propane gas. Moments later, an igniter exploded the gas. It was supposed to be effective against bunkered troops.

The mission was a single pass strike for each aircraft. I believe each A-1 carried two CBU-55s. I guess I was supposed to see if they hit the ground!

John Gibbs was a Nail FAC from the 23rd TASS which was the OV-10 squadron at NKP. The Nails were some of our best buds and we had lots of great parties together. Later flew A-7s with John.

Hobo 21...in right seat with 1Lt Joe Seitz, ?

This was not a memorable mission as I for some reason made no entry of substance. It was another right seat ride.

Hobo 43...in right seat with Capt Don Whaylen...mission to Barrel Roll...marginal weather on [squadron commander] Barbena's wing...pinpoint target on the top of a hill near LS 46...first time I saw Barbena really press.

Don Whaylen was one of the IPs in the squadron so I was glad for the opportunity to ride along with him. Once my left seat checkout began, I would need to have as much info as I could. I had already seen a cross section of pilots in the few missions I had flown. I was anxious to get in the left seat.

LtCol Barbena had a reputation for pressing the target which was not conducive to longevity. We used relatively short fuse arm times so if the bombs didn't have the requisite time of flight before impact, they would not detonate. This was a safety factor to keep from getting fragged. The only time it was a big concern was when we carried GP(general purpose) bombs such as the MK-81 (250 lb.) or MK-82 (500 lb.) bomb. For these, we would have to remain above approximately 1000 feet or risk being fragged by the explosion of our own bombs.

Hobo 20...in right seat with Capt RJ Miller...6 MK-82s...west of Saravane [in Steel Tiger]...CBU-49s were going off in target area from preceding fast mover strike...dropped some real bad bombs.

This right-seat ride was another to the southern area of Laos, code named Steel Tiger. The load of 6 MK-82 LDGP (low drag general purpose) bombs was one we did not use often. It was more of an interdiction load as opposed to a close air support load, since we would not normally drop MK-82s within 500 meters of friendlies on the ground.

My journal comment regarding Miller's accuracy was, I'm sure, the result of frustration at not getting into the left seat yet. My time would soon come.

[Hobo 42...in right seat with Maj] George Batte...Barrel Roll strike...southern PDJ.

Also flew yesterday, so things were starting to become familiar. I knew if I learned the local procedures really well while I was riding in the right seat, I could concentrate on more important things...like flying the aircraft, when it was my turn. The A-1 was an aircraft that you had to continually stay ahead of. Strange as it may sound, it was still possible to "get way behind the aircraft" when flying the slow and lumbering Spad.

When a pilot is "behind the aircraft" it means he is not staying abreast of all the chores necessary to fly it safely. The A-1 was an aircraft that required constant attention, particularly at the heavy gross weights at which we routinely operated. The "After Takeoff" procedures in the flight manual listed nine things that needed to be accomplished within a few minutes after becoming airborne. More than one embarrassed Spad pilot that has had trouble catching lead during the rejoin after takeoff has forgotten step one, the gear. I've seen it happen.

[Hobo 21...in right seat with Capt] Denny Morgan...6 Mk-82s to Steel Tiger...target on the river east of the old TACAN...good bombs, but he pressed to do it.

Third mission in three days, the only problem was they were in the right seat! Another snide comment regarding bomb dropping. I would soon learn for myself, that it is one thing to sit in the right seat and criticize, but quite another to be in control.

[Carboy 53...in left seat with Capt] George "Throck" Throckmorton...local area checkout...first left seat ride at NKP...practice roll-ins, TACAN, and GCA.

Well OK! It wasn't a combat ride, but at least I was driving. This was a mission "around the flagpole" to get me ready to fly combat left seat missions. I was with Throck who was one of the IPs in the squadron. We went out to a safe place west of NKP and set up a practice bombing pattern against a simulated target. On the way home, we flew a TACAN approach, followed by a GCA. I logged three landings on this mission, no doubt all of them perfect!

The A-1 was unique in that they were not flown in any other theaters of operation but Vietnam. This meant that pilots coming in to the squadron were most always new to the airplane. One of the primary sources of experienced pilots for the A-1 was ATC. UPT instructors who needed a remote tour were prime candidates for assignments to the A-1. They had experience instructing, and they were already flying smaller "fighter type" aircraft. Another major source of pilots for the A-1 was ADC. These guys were also without an opportunity for remote tours in their own aircraft (F-102 or F-106), so lots of them went to the A-1.

The last major group of pilots for the A-1 came as new pilots right out of UPT. The A-1 was not an easy aircraft to fly, but there were many, many of these young guns who went on to complete distinguished tours in the A-1. What they may have lacked in experience, they more than made up for in heart, innovation, and dedication.

[Hobo 40 in right seat of Maj] CV Miller...Sunday morning right seater DOZ to Steel Tiger with pickup at Saravane...Red Clevenger was leading...strike in the trees...good look at DOZ with lots of circling and time to look around at little people running from chopper.

It was back in the right seat for a pretty good mission. The DOZ mission was one that supported the insertion and extraction of troops in to areas which were almost always hot. The A-1s would escort the choppers and counter any enemy resistance to the mission. In the case of an extraction, the troops being retrieved may already have been under fire and in need of immediate pickup. For insertions, we usually did an "LZ prep." which was a strike to prepare the landing zone for the landing of troops. Once the troops were on the ground, we normally would stay overhead providing additional assistance as needed.

[Hobo 21 in left seat with Capt Don "Goat Roper" Whaylen] ...First combat left seater with Don Whaylen and 6 MK-82s...Target was [military pack animals] water buffalo [in the Barrel] and I had pretty good bombs...MiGs in the Barrel chased us out.

Now this was more like it! My first combat mission in the left seat. Flown as wingman in a two ship sortie to "the Barrel Roll". Water buffalo were often used by Pathet Lao forces to transport food and supplies. As cruel as it may seem, they were considered valid targets.

I remember feeling the concussion of the MK-82 500 lb. bombs as they exploded upon ground impact. The bomb fuses needed only four seconds time of fall before they were armed. So we gave them 4.1!

It was not uncommon to hear calls on "guard" channel regarding MiG activity in northern Laos. We were fairly vulnerable in the A-1 so we respected such calls and usually headed away from the threat when we heard them. There were airborne command and control agencies that provided radar intercept support for the fast movers. In addition, these agencies provided us navigational assistance when needed since we often operated too low to receive reliable signals from ground TACAN stations.

[Hobo 43 in left seat with LtCol K. Bowden] ...Second combat left seater...Mk-82s, bombed the same target area as mission #7.

This was another mission to Steel Tiger to a target west of Saravane. This area was a traditional hotspot since it was not too far off the Ho Chi Minh trail network which ran along the spine of mountains forming the border between Laos and Vietnam.

LtCol Bowden was the 1st SOS Operations Officer so this was essentially a check ride. Any time you flew with either the squadron commander or the ops officer, you knew it was important not to screw up. Since I made no notes to that effect in my journal, things must have gone well.

[Hobo 47 in left seat with] Don Whaylen on a Prairie Fire to a target SE of the Flat Top Mountain [in Steel Tiger]...VC in the open, but couldn't hit them...5 KBA...Whaylen's CBU from the right seat was better than mine [from the left]...my first crack at CBU and rockets.

Another checkout ride in the left seat with Don Whaylen. This time it was down south to Steel Tiger and a Prairie Fire mission. The mission was in support of a friendly ground team that was in contact with enemy forces.

I clearly remember the sense of frustration at not being able to put the ordnance where the FAC wanted it. It was a humbling experience. The CBU-25 that we dropped had spherical bomblets that would spin to arm. As they spun, they would drift to the right. This meant that you had to offset to the left . The trick was to take into account the target area winds and also apply the drift offset. This munition was released below 500 feet above target level. The lower it was dropped, the less it drifted. The problem was, there were gunners down there shooting back, so you didn't want to go too low.

[Hobo 45 in left seat with] Fred Boli, check ride...Mk-82s ...[Barrel Roll] ridge line target...most bombs not on target...told to jink more...wx not too neat.

This mission was my theater qualification check ride with one of the wing examiners, Capt Fred Boli. Fred was as easy going as they come, but a check ride is a check ride. No matter how much I told myself it was just another ride, I was tense.

The mission was one to support the friendly Lao forces in northern Laos. This was very hilly to mountainous terrain that almost always made for interesting missions. Two of my previous three checkout rides had been with the Mk-82 load so this made it a little easier for me to plan and execute. The comment "told to jink more" relates to the fact that I was not moving the aircraft around enough to suit the flight examiner. I have no doubt he was right. The fact that the bombs were also not too accurate apparently upset me more than the check pilot.

In the A-1, once you started to work a target, you were fighting a losing battle with regard to energy management. No matter how high and fast we started, once we made our first roll in to drop our bombs, one needed to strike a delicate balance between two very important factors, energy (airspeed/altitude) management and threat avoidance. We strove for short roll ins with as little time on the final bomb run as needed to line up the target for bomb release. This usually meant less than 5 seconds from rollout to pickle (bomb release) altitude. After release, we would first get the nose of the Skyraider above the horizon to stop our descent and escape the bomb fragmentation pattern, then begin a series of jinking maneuvers so as to fly a more unpredictable flight path. These maneuvers would tend to cut into the energy reserve by depleting the airspeed and reducing the altitude gained prior to the next pass. Once back up at base altitude (approximately 5,000 to 6,000 feet above target elevation), one had to keep from becoming predictable by varying both altitude and bank angle to again provide a more difficult target for gunners.

During daytime missions, we planned to drop our Mk-82s from a dive angle of 30 degrees and a release altitude of about 2,500 feet above target elevation. This gave us a slight margin of error to ensure the bombs got the requisite four seconds time of fall so they could arm. If weather precluded getting to the necessary base altitude, we had a backup delivery of 20 degrees dive angle which only required 3,500 feet on base. The release altitude was 2,000 feet for the 20 degree delivery.

My journal indicates that I received a "Q" for the mission, meaning that I was now qualified to fly combat missions as a wingman. The best was yet to come.