There I was, an experienced Scout pilot by the summer of 70. Id arrived in late April, drafted, naïve and immature. Other boys with peach fuzz, teenagers-on-typewriters, had sent me to the 1st Squadron, 9th Cavalry Regiment in Phouc Vinh. Charlie Troop. I wrote the folks of the luck I had, not having to fly the Hueys wed watched shot down on TV, but rather a small observation chopper that only needed one door gunner. I was to just observe the war. I have the letter. What luck thereafter, to have survived all that war-watching. I was still an FNG back in early May, riding left seat with Frazier as we raced from Cambodia to discover Whiddons burning little one door gunner helicopter, adding to the continuing fiasco. After days like those, the hot Vietnam evenings were spent in the O-Club, or in a dim hootch-corner, relieving the stress with your own click of guys, witnessing the stories of the day and those before my time, mostly boasts. We were survivors, hiding the fear with bravado. Strung together, those nights could become a diary of the daily trudge of our uncommon young experiences then.
Out of the blue on a mid-summer day, the Navy sailed into Papa Vic on an S2 Seasprite. Affixed starboard was the anti-submarine Magnetic Anomaly Detector. They would fly lowish over a designated map grid, deploying their torpedo-like thingy on a cable to get a reading: an arms cache so highly desired by all. But us take-it-to-the-enemy alpha-warriors didnt like this high-tech crap. Convoy cover was the worst, but this just seemed like another fruitless concoction, like people-sniffers and silent ghost planes aleady had this mission hanged by the cojones. It was a new Golf Foxtrot, the C Troop phonetic for wasted missions, the war-wide Romeo Foxtrot. We had elevated the rat to a goat, retaining the war-soldiers beloved Foxtrot.
Unwashed in aircraft technology, we were secretly intimidated by the Navys deep blue, shiny high-class ship, what with its electric trim tabs and refined fuel needs. And us unrefined Cav Guys of course derided the Navys presumed cush mission; air conditioning and steaks and what have you. No nightly rockets and mortars like us. I was the last Scout to have a turn on this unlikely interservice ride. My day began cruising in lazy circles with the high bird Cobra, bored from the get-go, listening to rock and roll on the ADF, not looking forward to a wasted day of no results. And no revenge. We were way east of our usual AO, low hills with heavy cover. The Air Force had clearly ignored this place. Sure enough, their MAD gear soon had a reading and they threw out a smoke. Notified, I tossed out my cigarette and started my drop-like-a-brick twirl to the deck below. Scudding over unexpectantly to the smoke plume, I was just starting to look down when I heard the shot. Didnt feel anything though, which was good. Id been hit by one shot before of course; going low and slow tempts them. But you get to know when a bullet hits your bird; usually there are more than one. My gunner-crew chief was new, though it was really his bird. But I was supposed to be the teacher that day, so that he didnt hear the shot, or didnt feel the hit, didnt bother me.
But I mustve had an odd feeling, as for some reason I decided to pull pitch and get some altitude, though I dont remember why. I didnt realize it then, but an experienced pilot can sense something wrong, without needing flashing lights and earbuzzing warnings. Or a dashboard blasted to hell. Very soon, the aircraft started to vibrate, and it got worse in a hurry. A white, acrid smoke quickly had me IFR in the cockpit, though a little left pedal swooshed it away in the doorless Loach. I radioed my High Bird desperately asking to confirm that I was on fire. I didnt know if I should gain or lose altitude. My hootch mate, Wyatt, sitting front seat Cobra above us, answered in his Kentucky drawl that he dont see no smoke. In my own Mississippi drawl I cussed out loud, as if anyone could hear in what was now a schrieking, metallical grinding racket of terror, vibrating the bonemarrow. I asked for a vector and steered west toward an unseen opening. Scouts werent given maps, as they tended to provide them to the enemy when they crashed.
Suddenly, with a loud pop and a violent jerk, the helicopter went from maelstrom to dead silent calm. What the Foxtrot [fuck], over? Then the console started flashing and sirens buzzed in my helmet. Something still was not well with my war-watching helicopter. I had never experienced this before, as usually we just were simply shot down, or quickly plopped into a nearby clearing, with no time for conscious decisions. But I was now a Cav Scout with altitude. Then I noticed the dreaded splitting needles. Holy crap. I vividly remember looking down at my left hand holding the collective, and the voice that told me: push it down. It was the voice of my flight instructor (thank you). I remember subconsciously trying to pick out a soft looking spot in the mosaic of green now rushing up too fast. I didnt think to call going down, as I guess it was obvious; surely they saw my trailing smoke by now. Anyhow, Id switched off my battery.
I was lucky. The little bird flared itself over the jungletop, pulled pitch at the tips of the trees like taught, and then we fell, straight down, flopping through greenery, tensing up for the impact that never seemed to come, like falling through a hole in the earth.
I never remembered hitting, but when I came to, I was staring at bamboo in my lap and liquid dripping off my face. JP4! And worst of all, the sounds of grenades that had been strung by the Gunner on a wire behind me, jerked loose by the violent impact, their crackly spuming telling me of the impending immolation in the spilled fuel and homemade bombs. Get the Foxtrot out! I remember screaming in panic. I lept out the door but was foolishly restrained by my harness. Unhooking, I dived again only to splat myself headfirst into a foot-deep streambed under the jungle canopy that enclosed us. Creekwater, again on my face, and hissing smoke grenades behind me, forming rainbows of colors in the slanting slits of sunlight piercing the crashdust.
Wed plummeted 150 feet, bobbling down a bamboo funnel through a deep jungle ravine, the OH-6A incredibly landing on its feet smack in the middle of a hidden streambed. The jungle just swallered yall up Wyatt later said. Wed somehow missed the big trees that cause the usual Loach conflagration. As the Hughes Tool Company had promised, the rotors folded up, the tail boom broke away, the skids splayed out on final impact, and my seat had collapsed as advertised. Still dont know how the hell wed fallen all that way without flipping over. Maybe we had. And thank you Mr. Hughes and Co. for the overrunning clutch that allowed us to become a free-spinning metal parachute after the transmission seized. At least as far as the treetops.
Out of the bird now and glancing around, scared, I saw that we were in some sort of dark tunnel coursing through the dense jungle, formed by the creek, the steep sides thickly lined with huge bamboo stalks and covered over at the top by the arms of giant trees. I had my Gunner take his M-60 and slosh up to the nearest bend, and the Observer to go the other way. I figured the gooks would have to use the creek as a highway if they were to get to us -- a fear that Id previously decided would never happen. I tried my 2-way emergency hand-held to no avail as the sweet noise of unseen helicopters were swarming somewhere above us, shooting rockets and stuff that killed any attempt to send or receive. The old joke that Scouts marked their position by their burning Loach didnt hold water here, and I was glad. I weakly shot some pen flares that my shaking fingers had extracted from my survival vest, but they couldnt penetrate the foliage above. But I had my .38 cal., which I swung menacingly at the shadows. Yee ha. I then proceeded to shoot up the place with a half clip of 35mm.
Finally realizing wed crashed a good ways from One-Shot-Charlie and his comrades, and that the Blues could never get to us this deep, I called my guys back and told them to start trying to make it up the steep ravine through the dense dark bamboo so we could show that we were alive and be rescued. Just as we started to pick our way up, a surreal voice from heaven came down to us: Stop! Stay where you are! We will get you out! Totally freaked, I looked up to see a helicopters bottom, rotor wash parting the vegetation high above us. It was the Foxtrot Seasprite! It must have a damned electronic megaphone. Sumbitch! Holy Moly! It took me some time to grasp what was happening.
Well, they let down their rescue hoist cable, and one by one we were reeled up like wet puppies to the high-tech mothership, each of us soaked with creekwater, sweat and piss.
In the Charlie Troop club that night I was subjected to the expected barbs of fellow competitors -- I mean Scout pilots. Was it a prang or a ditch? demanded Chuck Frazier, self-appointed judge and jury. I was feeling terribly guilty, and they meant to preserve it. I still didnt know why wed gone down. But that was the way we learned to forget. That we escaped unscathed meant torment. A death or serious wound would have provided deference for the rest of the tour. So I was lucky to be taking the crap. The tail rotor chain bracelet was my most cherished award, wherever it is now.
I couldnt friggin move my sore body for a couple of days. But someone kept coming by my hootch to plead with me to write the Navy pilots up for hero medals. I blew a fuse. Told them to Foxtrot off. We went out every day knowing that our thankless mission might get us killed. At night, we sat in the club, never breaching the juju talk of people wed lost. Why should the Golf Foxtrot Navy guys get medals? We dont need no medals! We did this every damned day. Screw them and the hoddy-toddy helicopter they sailed in on.
Well, those fun times are long ago; we all went on to different lives, burying those days that now seem like a dream. But the club nights could never erase the memories of Whiddon, McKiddy and Skaggs in my first May, much less all the ones that followed. VHPA records told me the names of my crewmembers that summer day. But Wilkes is dead and I cant find Mitchell. I have tried my best to locate some history about that Army-Navy game that put us in a water-plunge in the center of red-dusty III Corps. I guess Operation Barnacle had some success. I hope that someone else can find those Navy folks; they should get their medals. Ill pin them on myself. Besides, I find that being back again in the presence of the guys and family from those days brings an unexpected, unspoken comfort. That may be the real legacy we all took home from that dance.
Walker A. Jones
The Navy Prespective
From the Navy Helicopter Association
Iron Barnacle Rescue By rotorrev February 11th, 2010
Article by CDR(Ret) Bob Clark and Dr. Walker A. Jones, Ph.D
Two perspectives: Navy-Army
Editors note: The Army pilot Walker Jones contacted NHA on 5 Dec 2009 by email to see if he could locate the Navy crew that rescued him. NHA contacted Tom Phillips, co-author Leave No Man Behind, to see if he knew anything about the rescue. Tom had just acquired a file of Kaman Aerospace Corporations Rotor Tips magazine and found an article titled, Navy Iron Barnacle Rescue that named the Navy crew in the March-April 1971 issue. NHA looked in the membership files and contacted member CDR (Ret) Bob Clark who lives in Jamul, CA.
By CDR (Ret) Bob Clark, USN
In April of 1970 President Nixon authorized the U.S. military to launch a campaign to seek out, engage and destroy North Vietnamese Army (NVA) sanctuary sites in Cambodia. On May 1, 1970 the campaign was launched into Cambodia with the stipulation that all U.S. forces must be out of Cambodia by June 30, 1970. Because of the narrow window for the campaign, a call went out for all services by the Commander U.S. Forces Vietnam for any technology that could help locate enemy weapons cache sites.
In the spring of 1970 there was a CNO development project (D/V 98) that was to validate the HH-2D Seasprite LAMPS Mark I concept. Included among three phases was the ASQ 81, magnetic anomaly detection, (MAD). Late in the afternoon on Friday, May 22, the project pilots were notified to immediately fly the two ASQ-81 equipped HH-2Ds to the Kaman Aerospace facility in Bloomfield, CT; to be modified to operate with the Army in South Vietnam (the first we had heard of this). At noon the next day, Saturday, May 23, they received a call from a former HC-5 Commanding Officer who worked for CNO directing them to return to San Diego. The HH-2Ds were flown by C-5A to NAS North Island to pickup the maintenance crew and support package and continue on to Vietnam. On May 26 the pilots departed San Diego International for Saigon. Within five days the project pilots had gone from flying test work at NADC Warminster, PA, to flying combat in Vietnam.
The detachment was hosted by the First Air Cavalry in Phouc Vinh, located in III Corps. The Army named the operation Iron Barnacle. During June we flew our missions in Cambodia, always under the watchful eyes of an experienced Army Hunter-Killer team consisting of an AH-1G Cobra and OH-6A LOH. Our mission profile was to fly at 300 to 400 feet above the triple canopy jungle (measured on the radar altimeter) with the ASQ-81 deployed and to fly at the maximum possible speed (because of the density altitude blade stall was always on our mind) in order to have the maximum possible sweep width of the MAD. Our operations in Cambodia were deemed a success by the Army and on July 1 we were notified that our deployment was being extended to support operations in South Vietnam. For many reasons this was not a crowd pleaser with the detachment, but as military professionals learn to do, we salute and carried on.
Navy Rescues Army the Navy Perspective: An Iron Barnacle crew consisting of LCDR Olson, LT Bob Clark, LTJG Leroy Anderson and AT1 Arnie Hardin was assigned to a search and locate mission in III Corps, northeast of Phouc Vinh. The search area was in the general vicinity of the southern extremity of a spur off the Ho Chi Minh Trail) where NVA activity was suspected. Late in the afternoon and approaching bingo fuel state Arnie Hardin got a MAD contact. He threw out a smoke to mark the location and we climbed to altitude so the LOH could descend and conduct an expanding circle search around the smoke. After a few minutes the pilot of the LOH reported strong signs of enemy activity. As it was late in the day and all three helicopters were at bingo fuel, we broke off the search and returned to base. Evidently the report the LOH pilot made to his operations upon returning to base was impressive enough that a troop insertion mission was planned for the next day. The following morning the Iron Barnacle HH-2D crew joined up with a Hunter-Killer Team from Song Be to relocate the site of the previous days contact. Once in the general area of the previous days contact the HH-2D started its MAD search. It wasnt long before Arnie reported a MAD contact and threw a smoke. We climbed to 2,500 feet and the LOH descended to start a search. Shortly after starting the search, the LOH pilot reported smoke in the cockpit and requested a vector to the nearest clearing in the jungle. The closest clearing was approximately five miles away and a heading to that site was relayed by the Cobra pilot. The LOH started a turn to the heading, still at a very low altitude and just over the top of the jungle canopy. In the flight path of the LOH was one very tall tree protruding out of the top of the jungle canopy. The LOH passed behind that tree in a 90 degree bank and didnt reappear on the other side. The Cobra pilot immediately got out a mayday on Guard and we started a search for indications of survivors. At that moment I didnt have much confidence that the crash through a 250 to 300 foot jungle canopy was survivable. To everyones surprise, within three of four minutes we started hearing static on Guard as the LOH crew tried to make contact and then we started seeing pencil flares. The LOH had come to rest on its skids in a small stream.
As we were in a suspected area of NVA activity immediate rescue of the LOH crew became an overriding consideration. The delay while the Army got a helicopter with a rescue hoist to the scene was unacceptable. Phil immediately informed the Cobra pilot, the on-scene commander, that we were equipped with a rescue hoist and carried trained rescue aircrewman, so we would give it a go. Because the rescue hoist cable on the HH-2D can only be extended 90 feet it was necessary to execute a hover-down through the jungle canopy. This was going to exciting enough, but the prospect of enemy reaction really raised the level of the adrenalin flow. Phil executed a flawless hover-down maneuver with Arnie calling clearance from the trees on the right side of the helicopter and Leroy calling clearance on the left side. I was monitoring engine performance, communicating and looking out for any sign of the enemy activity. On the first attempt Phil stabilized the hover with tree limbs extending just below the rotor system and the tail rotor almost touching the trees. We only had a horse collar on board so Arnie rigged for rescue and lowed the cable to the maximum. Three problems became apparent: the hoist cable wasnt long enough to reach the ground, the LOH crew couldnt move the few feet required to get to where the horse collar was because of very thick undergrowth, and we couldnt slide the helicopter to get over them because to the trees. We broke hover and prepared for another attempt. As Phil, Leroy and I worked to get a better fix on the location of the downed LOH crew, Arnie busied himself demonstrating the out-of-the-box thinking that makes the U.S. service member special. He decided to extend the reach of the rescue hoist cable by attaching a gunners belt to it.
After getting some direction from the LOH crew we had a good fix on their location. Phil started his second approach and hover-down maneuver. This time we were able to hover-down deeper into the trees. Phil stabilized the hover with tree limbs so close that I could reach out and touch the one on the left. Leroy had provided direction so the tail of the helicopter was in the V between two limbs of a tree behind us. Arnies quick thinking to extend the length of the rescue cable allowed it to reach the ground allowing the LOH crew to be extracted from the jungle. After winching the three crewmembers aboard Phil did a vertical climb to clear the trees and we returned the downed crew safely to Phouc Vinh for medical evaluation.
Because the LOH crew operated out of Song Be it was disappointing to the Iron Barnacle detachment that we were never able to meet them over beers to exchange war stories. To us squids the Iron Barnacle experience left a lasting impression and deep respect for the professionalism and tenacity of the Army aviators that we worked with during our short period of joint operations.
By Walker A. Jones,Ph.D
(former WO 1st Squadron, 9th Cavalry Regiment, 1st Cav Div 4/70 4/71,
OH-6As & AH-1Gs Life Member, VHPA Sussargues, France)
During the mission, the Seasprite was based in Song Be, and the
crew in Phouc Vinh, III Corps. I was Low Bird, with an AH-1G High
Bird flying cover (Hunter-Killer Team), as we followed the Seasprite until
they got their first reading. As I slowed over the smoke, one bullet
found my transmission and as I gained altitude, the transmission seized
after the fluid drained out. The OH-6A uniquely had an overrunning
clutch, allowing the rotor shaft to break away. I autorotated to the
jungle top, and fell through 300? to an unseen shallow creek. Our
rescue Huey did not have a rappelling rope long enough so the Navy bird
hovered high overhead and winched us out, one by one. I have failed to
find anything about this mission except a line in a 1st Cavalry
quarterly report in the National Archives, which simply stated that
Operation Barnacle was a success. I would like to find that crew and
personally thank them, and perhaps put them in for a medal if possible.
Bob Clark and Walker meet finally and
stand in front of a HH-2D Seasprite