JANUARY - JUNE 1952

Summary

During the period of this report, 1 January 1952 to 30 June 1952,

Helicopter Squadron ONE (HU-l) has again expanded its personnel and opera- tions far beyond any previous six (6) month period since the commissioning of the Squadron in 1948.

In the month of March 1952, Helicopter- Squadron ONE (HU-l) transferred thirty-six (36) officers and. eighty-one (81) enlisted personne] to Helicopter Anti-Submarine Squadron TWO (HS-2) which was commissioned at Ream Field.

In the month of June 1952, Helicopter Squadron ONE (HU-l) transferred seven (7) officers and fifty-five (55) enlisted, personnel to Helicopter Anti-Submarine Squadron Four (HS-4) which was commissioned at Ream Field.

With this squadron supplying the nuclei for two (2) new Helicopter Squadrons, Helicopter Squadron ONE as of 30 June 1952 had an onboard count of seventy-nine (7) officers and five hundred forty-three (543) enlisted personnel,

As of 30 June 1952 this squadron had a total of thirty-one (31) air-craft assigned; twenty-two (22) HO3S-l's; four (4) HUP-2's; three (3) HTL's; one (1) SNB-5; and one (1) SNJ-5.

In addition to Detachment One at Japan, and Detachnont Two at Barber's Point the squadron had an average of thirteen (13) Units deployed with the Seventh Fleet in Korea. There was an average of eighteen (18) HO3S-1 type Helicopters deployed with the various detachments and units in the Western Pacific and Far East. The units served aboard all classes of carriers and cruisers, with units on a battleship, LST and on (1) on a Korean Island. Detachment One is based ashore at Naval Air Facility (Oppoma), Yokosuka, Japan and has contributed greatly to the outstanding helicopter availability in the fleet by providing excellent in-port maintenance which consists of major checks, aircraft damage repairs, and required work that cannot be accomplished with the limited facilities aboard ship. In addi- tion to the maintenance service. Detachment One acts as a coordination cen- ter between Units deployed in the Far East and the parent squadron by assis- ting ui the arrangements for transportation of relief crews reporting, and crews returning to the United States.

Detachment One also serves the units by distributing the .latest admin- istrative information, readdressing and forwarding of both official and personal mail*

Detachment Two based ashore at Naval Air Station, Barber's Point, has continued to serve the Hawaiian area in an outstanding manner. The most of Detachment Two's flying consisted of torpedo recovering and photograp- hic flights for Commander Submarine Squadron ONE. Otner services supplied by Detachment Two were administrative flights for Commander In Chief Pacific Fleet Air Hawaii.

Helicopter rescues during this reporting period totaled sixty-four (64) Thirty-three (33) were water pick-ups in the vicinity of the carriers. Twenty-four (24) were rescues off the shore of Korea. Five (5) were inland rescues within enemy territory. The remainder of the rescues were effected as follows, one (1) off-shore United States, and one (1) off-shore Hawaii,

On 6 February 1952 Helicopter Squadron ONE lost two (2) HO3S-1 type helicopters and crews. Both were attempting to rescue downed pilots deep within enemy territory.

The first was Duane W. THORIN, AMC(AP) and 1st. LT. A.W.C. NAYLOR-FOOTE, U.S. ARMY from the U.S.S. ROCHESTER (CA-124) who were reported missing in action when their H03S-1 BuNo 124340 crashed while attempting to rescue an injured pilot down behind enemy lines. The pair signaled to their covering aircraft that both were uninjured, but when Lieutenant John W. ROSE and Chief Aviation Machinist Mate Ralph C. MITCHELL of Unit Eleven arrived over the scene, no sign of Chief THORIN or LT. NAYLOR-FOOTE could be found.

The second crew lost to enemy action was Lieutenant Edwin C. MOORE, USN, and Lieutenant Kenneth W. HENRY, USMC. their helicopter, BuNo 122513 crashed, while attempting the rescue of ENS. Marvin S. BROOMHEAD, who was severly injured after a crash behind enemy lines. MOORE and HENRY were reported to have placed the injured pilot in an improvised sledge and start- ed towing out the sledge in an attempt to evade approaching enemy troops. An Air Force helicopter spotted the trio the next day and after landing about 200 yards away, were wqved off due to fierce small arms fire, and the inability to carry more than two passengers. Rescuing planes follow- ing the sledge tracks later came to a spot marked by many footprints and blood trails that indicated the three were probably captured. Helicopter Squadron ONE (HU-1) received their first four (4) HUP-2 type helicopters on 6 March 1952, and as to date have been utilized for local commitments only due to nonavailability of spare parts.

The readiness of the HUP to be flow at night provided the first rescue by HUP with HU-1 When Henry (n) CARDOZA, ADl (AP) and William N. HILTON, AD1, rescued Lieutenant V.D. WILLIS after he ditched his aircraft approximately four (4) miles off the Los Coronados Islands. CARDOZA had just landed upon completion of night flying when the distress call was received. An F9F escorted the helicopter to the downed pilot. The pilot first entered the sling incorrectly but after lowering him into the water he re-entered the sling properly and was hoisted aboard safely. An SNB from Helicopter Anti-Submarine Squadron TWO (HS-2) escorted the HUP back to Auxiliary Landing Field, Ream.

On the night of 27 May 1952 what is probably the first personnel transfer by HUP-2 helicopter was accomplished when Lieutenant .Robert S. YOUNG and crewman Charles N. DEFREITAS, AD2, picked up a man from a night plane guard destroyer. The man, suffering from a broken arm, was safely hoisted aboard the HUP after DEFREITAS was lowered to the lantern lighted deck and devised a sling from a safety belt after the regular sling was deemed impractical due to the nature of the man's injuries.

The Thirteenth of January 1952 brought the first rescue of 1952 when Chief Aviation Pilot B.F. JACKSON of Unit NINETEEN and LT. SCOTT, observer from the U.S.S. ST PAUL (CA-73), were on a gun-spotting mission when the call of a ditching aircraft came in. Chief JACKSON imediately landed aboard the ST PAUL (CA-73) to discharge one of the passengers and then headed for the downed aircraft. As LT, SCOTT had never operated the hy- draulic hoist. Chief JACKSON had to operate the controls from the cyclic stick. The downed pilot was hoisted safely aboard and returned to the shj.p in four minutes from the time he ditched.

At approxiirately the same time ENS. D.R. HOLLIS and crewmgn Marvin D. MC CLURE, AL3 of Unit THIRTEEN, attempted the rescue of Captain C.C. SCHWART2, USMC, after he bailed out of his F4U. The helicopter crew found the pilot after his parachute had dragged him through the water into the rocks close to the beach. Although artificial respiration was administered to the pilot while being flown to the U.S.S. ROCHESTER (CA-124) he was subsequently pronounced dead from drowning and internal injuries.

On 17 January 1952, LT. J.F. WILSON and crewman L.J. HARWOOD, AL2, of Unit SIXTEEN rescued LT. MODENSKY after his F9F crashed off the U.S.S. ANTIETAM (CV-36). The plane broke into small pieces after crashing and sank immediately. The pilot swam to the surface with considerable effort, and managed to enter the sling. He then became unconscious and was hoist- ed to the helicopter door. LT. WILSON had considerable trouble keeping the helicopter under control and found it impossible to bring him into the cabin as he weighed 210 Ibs. causing the plane to tilt in his direction. The pilot was flown to the ship without further incident.

At 0743, 29 January 1952, LTJG J.T. STULTZ and R.L. MARTIN, ADAN, of Unit ELEVEN based aboard the LST-799 received, the call that a night attack plane had been shot down in the Hungnam area. Upon arriving at the scene they saw enemy soldiers chasing him across the snow covered rice paddies toward a level area. The helicopter landed and picked up the pilot, LT. S.B. MURPHY. MURPHY later told LTJG STULTZ he had been running for half an hour with his pursuers following him before he saw the helicopter. When he slowed to light a flare a bullet creased his neck.

2 February 1952, LT. C.L. PARSELY and crewman R.M. BROWNING, AN, of Unit TWENTY based aboard the U.S.S. VALLEY FORGE (CV-45) rescued LT. B.M. HERMAN of VF-654. LT. HERMAN had reported his F4U-4 was having excessive fuel consumption and as he approached the carrier his aircraft burst into flames and crashed into the sea. The pilot was hoisted aboard the helicopter without further incident and it was noted the pilot's face was extremely flushed, but when asked if he was alright, he stated that he was. After depositing him back aboard ship, it was learned the pilot's flushed face was due to first degree burns from flames in the cockpit.

On 3 February 1952, LTJG J. T. STULT2 and R. C. MITCHELL, ADC, .of Unit ELEVEN rescued LT. Robert J. GEFFEL of VF-653 after his F4U ditched in Wonsan Harbor, Korea. The helicopter was directed to the floating pilot by Cor- sairs orbiting the pilot's raft. The first pass was unsuccessful due to severe turbulence and lack of anything to give wind direction. On the second pass, the pilot managed to enter the sling and was hoisted to the door of the helicopter where Chief MITCHELL grabbed him as he was about to slip out of the sling. The near-frozen pilot was pulled aboard safely and flown to the LST-799 where he was treated for shock and exposure.

Approximately four (4) hours later LT. J.W. ROSS and crewman J.E. JACKSON, AD1, also of Unit ELEVEN rescued LTJG N.J. JOHNSON of VF-194 after he bailed out of his plane an.d landed just south of Hamhung, Korea. Two AD's escorted the helicopter to the pilot who at the time was lying in a ditch to escape enemy small-arms fire. The escorting AD's and F4U's who were covering the pilot, formed ResCap and covered the helicopter as it made the pick-up. The pilot was returned to the LST-799 with only a few cuts and bruises.

On 2 March 1952, LT. C..H. BARFIELD and crewman E.H. WILLIAMS of Unit FIFTEEN based aboard the HMS GLORY, rescued LT. J.R. FRASER, Royal Navy, after his fighter experienced engine failure and ditched near HMS GLORY. LT. FRASER entered the sling backwards, but was hoisted aboard safely and returned to the HMS GLORY.

On 20 March 1952, LT. C.R. SEVERNS and crewman T.C. ROCHE, AD2 of Unit TWELVE based aboard LST-799, rescued ENS. H.E. STERRETT of VF-653 after his F4U-4 ditched in Wonsan Harbor, Korea. ENS. STERRETT was hoisted aboard the helicopter without incident, but the landing back at the LST-799 was delayed for several minutes due to Minesweepers refueling along- side. The pilot was uninjured, other than his hands being cold due to the frigid water.

On 31 March 1952, LT. J.P. AMBLER and crewman C.B. TODD, AD3, of Unit NINE rescued P.L. SNYDER, AA, after he was blown off the flight deck of the U.S.S. PRINCETON (CV-37). SNYDER had attempted to retrieve a man's hat while spotting jets and was blown overboard by the blast of a jet aircraft. The helicopter was in plane guard position at the time and quickly hoisted. the man aboard. SNYDER was placed on the sick list suffering from first and second degree burns and submersion.

On 3 April 1 1952 LT. W.E. STEPHENS and crewman J.H. HOPKINS, AD2, of Unit SIX rescued LTJG J. DEGORDEof VF-115 after his AD ditched five (5) miles off the U.S.S BOXER (CV-21). The pilot was safely hoisted aboard but upon entering the helicopter was found to have brought all his gear with him which ammounted to .300 Ibs. total. This Unit recommended paint- ing "REMOVE CHUTE" on the underside of all helicopters to remind dunked pilots to get rid of such gear.

On 10 April 1952, AOC(AP) H.E. TALKINGTON and crewman ADC F. G. SHAFER of Unit FIVE rescued LCDR. G.F. BJORNSON, commanding officer of VF-l14, after his F4U crashed after take-off from the U.S.S. PHILLIPINE SEA (CV-47). The aircraft was carring Napalm and exploded when it hit the water. When the helicopter arrived the pilot was from ten to fifteen feet from the burning gas and Napalm and slowly made his way clear. Be- cause of the intense heat and smoke jt was impossible to pick the pilot up immediately. TALKINGTON circled the crash twice and by then the smoke had thinned enough to make the pick-up. The pilot, was able to enter the sling but was so exhausted and suffering from shock and exposure that he could not get in the helicopter, LCDR BJORNSON's exposure suit was ripped and he still had his parachute on so it made the helicopter very nose-heavy. The return to the ship was made at a slow rate of speed and a doctor was waiting to take the rescued pilot to sick bay.

On 1 May 1952, LT. W.D. WILLIS of VC-11 was rescued by H. (n) CAR- DOZA, ADl(AP) and crewman HILTON, AD1. At about 1940 CARDOZA and HILTON took off from ALF Ream in a HUP-2 type helicopter after receiving word of a downed pilot near the Los Coronados Istands.

It was just getting dark as the helicopter arrived over the downed pilot and the pick-up was made. On the return trip, which was made in darkness, an SNB type aircraft furnished escort.

On 13 June 1952, LT. B.E. MC MULLEN and. crewman R.A. MC DANIELS, AD3, of Unit TWELVE rescued LTJG C.K. ALFORD and LTJG W.F. MOORE both of VF-193. At 1030 the LST-799 on which they were stationed intercep- ted a "May Day" call of a pilot down behind enemy lines. LT. .MC MULLEN took off and headed for the downed pilot. The SAR control ship verified the position and LT. MC MULLEN headed north, staying well out from the coast. RESCAP planes were joined east of Hodo Pondo and just south of the village of Yondong, he then headed inland through a pass in the mountains. LTJG ALFORD flying a F4U had been hit by enemy A.A. fire and had bailed out when the plane caught fire. On his decent he was fired upon and returned the fire with his pistol. Upon reaching the ground he dis- carded his parachute. Three armed soldiers approached his hiding place. When they were within fifteen feet. ALFORD opened fire with his pistol, two went down and the third turned and ran. ALFORD spotted a good place for the helicopter to make the pick-up a short distance off and headed for it, lighting off a smoke flare to let the escort planes overhead know his position.

The escorting fighters straffed the surrounding area to hold down enemy fire as the helicopter went in for the pick-up. Because of the rough terrain the pick-up was made with the hoist, LT. MC MULLEN then headed for the base. Just as he reached the beach he heard one of the escorts radio that he thought he saw some dye marker. As the helicopter neared the position, the downed pilot, LTJG W.F. MOORE, fired off a smoke flare. Since the gas supply was down to about thirty gallons and all three aboard the helicopter were light, LT. MC MULLEN was able to pick-up LTJG MOORE. The rest of the trip back to the LST was uneventful.

On 16 June 1952, LT. H.F. SNOWDEN and LTJG MC MILLAN were the first to take a helicopter aboard a submarine, the U.S.S. PERCH, for an extensive per- iod of time. Prior landings and. take-offs were conducted in preparation for this cruise by LT. J.L. BLADES.

During the four (h.) day cruise off the San Diego, California coast many landings and take-offs were made, one man is a stokes stretcher was evacuated. Exercises with the Underwater Demolition Teams were conducted.

An HTL-4 type helicopter was used and several dives were made by the submarine with the helicopter in the tank of the U.S.S. PERCH. The operation was considered very successful.

On 27 June 1952, LT. B.E. MC MULLEN and MC DANIELS, R.A., AD3, of Unit TWELVE effected a daring rescue of an Air Force pilot who's plane had crash- ed deep within enemy territory thirty (30) miles north of Hungnam, Korea.

Unit TWELVE operating from LST-799 in the Wonsan, Korea area, received a distress call that a pilot had parachuted from his aircraft and was believed to be alive.

Although the entire coast was fog bound LT. MC MULLE.N piloted his heli- copter inland through the dense fog at reduced speed and very low altitude to a position where he was able to climb to the top of the overcast.

The inland flight was unopposed and the helicopter was landed near the downed pilot, where upon MC DANIELS discovered the pilot to be dead. This information was radioed to the overhead escort and they requested that the body be recovered.

It took both MC MULLEN and MC DANIELS to load the body into the heli- copter.

Just after the helicopter became airborne for its return flight machine-gun or automatic rifle fire was received. Immediately the escort straffed on both sides of the helicopter. The flight proceeded to the east side of the river that runs between Hungnam and Hamhung. At this location the helicopter was taken under fire by at least thirty (.30) burst of 75 MM anti-aircraft fire.

Near the island of Hodo Pando a hole was found in the overcast and the helicopter was piloted around the various islands through the dense fog back to its base.

This rescue was another example of the outstanding performance the pilots and crewmen of Helicopter Squadron ONE have consistently rendered to the Pacific Fleet. The helicopter and the heroic deeds proformed by heli- copter personnel has done much toward inproving the morale of the pilots, in that they know if they are forced down, the affectionately called "Whirly-bird" will do the impossible to save their life.