Historical Report Narrative

JUNE - DECEMBER 1951

During the period covered by this report, 1 July 1951 to 31 December l951,

Helicopter Squadron ONE (HU-1) has again expanded is personnel and in operations far beyond any previous six (6) month period since its commissioning in 1948.

On 30 June 1951, the squadron consisted of fifty-nine (59) officers, four hundred ten (10) men, and twenty-six {26) helicopters, with two (2) detachments and twelve (12) units assigned temporary additional duty away from the squadron. For comparison, the squadron as of 31 December 1951, consisted of eighty-nine officers, five hundred ninety-five men, and twenty-five helicopters; eighteen (18) HO3S-1's, seven (7) HTL's, two (2) SNB's and one (1) SNJ. Two detachments and thirteen (13) units were deployed in the Far East, serving on all classes of carriers, cruisers and two (2) units based aboard LST type ships.

Detachment ONE, based ashore at NAF, Oppoma, Japan with FASRON 120, has greatly contributed to the outstanding helicopter availability in the fleet by furnishing excellent in-port maintenance, which consists of major checks, air- craft damage repair and required work that cannot be accomplished aboard ship. In addition, detachment ONE; serves as a cooridination center between the parent squadron and the units in the Korean area by assisting in arrangements for the transportation of relief crews going out and crews returning to the parent squadron. The detachment also serves the units in that area by distributing the latest administrative information. It also assists in the readdressing and forwarding of official and personal mail.

Detachment TWO, based at Naval Air Station, Barber's Point, has continued to serve the Hawaiian Area in an outstanding manner. On 4 October 1951, FEDDER, H.G., AD1, PAXTON, R.W., AD1, MELLOT, C.T>, AD3 and WELLS, W.M., AN were presented Air Medals by Commander Fleet Air, Hawaii at a ceremony in his office for their services in the Korean Theater.

Within a seven (7) day period, 6 August 1951 to 13 August 1951, Helicopter Squadron ONE had four (4) fatalities from helicopter crashes. The first occured on 6 August 1951 at 1006, when an HTL-2 helicopter flown by LCDR G.W, BOLT, 146491/1312, USN (pilot) and HIGHSTREET, R.D., 988 94 54, AN (crewman) crashed and burned while on a routine training flight north of the Naval Auxiliary Air Station, Miramar, Calif., three hundred (300) yards west of old U,S.Highway #395 and three (3) miles north of the Poway Cutoff. This aircraft, UP-4, BuNo 122962 was reported to have been oscilating considerable during its decent and just before the crash it was completely out of control. It was the opinion of the accident board that the sprag mounts on the engine must have given away. Just a week later on 13 August 1951 LTJG H. YEREMIAN, 395905, USN (pilot) and COOPER, L.L., 418 38 26, AN, USN (crewman) were killed when the HO3S-1, UP-39 BuNo 123135 they were flying in on a routine training flight, collided with high-tension wires six (6) miles southwest of the Naval Auxiliary Air Station, Miramar, Calif. The helicopter crashed to the ground and burned.

3 December 1951 word was received from Unit number eighteen (18), based aboard the USS BADOENG STRAIT, (CVE-116), that HO3S-1, BuNo 122726 was lost at sea While trying to lower a Collier's Magazine Correspondent, Charlotte KNIGHT aboard a submarine. The tail rotor struck the conning tower, RPM was lost and, the helicopter settled into the water. The pilot ,was LT "Y" "J" DYSON who was uninjured. All were picked up by the submarine USS VOLADOR.

14 December 1951, Unit Number TWENTY ONE (21) reported the loss of their helicopter at sea off Chodo Island, Korea, HO3S-1, BuNo 123121.

The annual Administration Military Inspection of the squadron occurred on 4. October 1951. Chief Inspector was Captain J.G. LEWIS, USN, Commander Utility Wing, Pacific Fleet. An over all grade of 92.054. per cent or excellent was assigned. Several awards were presented to the officers and men for their services in Korea at the Personnel Inspection.

Oti 10 October 1951, Helicopter Squadron ONE effected a move from NAAS Miramar, Calif, to Auxiliary Landing Field, Ream, San Ysidro, Calif. The squad- ron's official home port is now Naval Air Station, San Diego, California, Authority, CNO, file OP 331B/VTS Ser 1159P33 dtd 5 October 1951.

The training division of the operations department has organized, and put into effect, a complete survival training course for the officers and men of units that are slated for duty with the fleet in the Korean Area. Upon comple- tion of this training, the individual should be fitted for survival on land or water. The course consists: of physical conditioning, blinker practice, a survival camping trip in the mountains east of San Diego, Calif., the SW-1 swimming course, which is conducted by the Under Water Demolition School at Coronado, Calif., and lectures on various subjects pertaining to survival.

All units operating in the Korean Area during the winter months have been outfitted with "frog suits" and all qualified helicopter crewmen have received training instructions from the Under Water Demolition School at Coronado, Calif. The reason for these requirements was brought about by the various occasions when it was necessary for the crewmen to be lowered into the water to assist injured personnel into the hoisting sling or in some instances where personnel were seriously injured, the crewman have been required to stay in the water and to support the Injured until picked up by a surface craft.

Helicopter Squadron ONE has adopted a device that clamps onto the hoisting cable to which a second hoisting sling can be attached* This is used when it becomes necessary for the crewman to be lowered into the water to assist someone into the hoisting sling. By the use of this device, the crewman can be hoisted back into the helicopter and then the injured person is taken aboard, thus eliminating the process of leaving the crewman in the water and returning for him on another trip.

The squadron expects to receive the HUP type helicopter soon, and with its capabilities and,design the rescue hoisting problem will be greatly simplified. Helicopter rescues during this reporting period totaled sixty-three (63); fifty-three (53) being water pick-ups, fourteen land rescues within enemy territory in Korea. Of the fourteen (14) Inland pick ups, twelve (12) encountered gunfire; two (2) were not successful. Of the fifty-three (53) water pick-ups, two (2) were not successful. These unsuccessful missions were not included in the total rescues.

These figures are derived from helicopter rescue reports and unit historical reports which are forwarded to the squadron by all units on Temporary Additional Duty away from the parent sguadron.

On 5 September 1951, LT H.F. SNOWDEN, pilot, and his crewman COVINGON, W.S.,ATAN, took-off from the LST Q007, which was anchored in Wonsan Harbor, Korea to pick up 1st LT W.H. VAN DEN BOS of the 18th Fighter Bomber Group, South African Air Force.VAN DEN BOSÍs aircraft had been hit by A fire and was forced to crash-land in a, river bed which was seventy -five/(75)) miles west of Wonsan, Korea.

The helicopter was escorted by one (l) fighter aircraft only part way, being forced to return to his base because of a low fuel state. The helicopter proceeded to the reported position which proved to be fifteen (15) miles north of the actual position. The CAP was sighted circling the downed pilot and when the helicopter arrived over the downed pilot, the plane was burning and the unhurt pilot was standing in a small field waiting for,the heli- copter to land.
The first remark the downed pilot made was, "I say ole' boy, is this chopper for me?"

The pilot was returned successfully and concluded a round trip of one hundred eighty (180) miles over rough mountainous territory with small-arms fire encount- ered on numerous occasions.

Again on 20 September 1951 LT H.F. SNOWDEN and this time crewman McDANIEL,R.A., AN were dispatched on another long distance rescue flight to pick up LCDR, F.W. ROSSON of VA-702, who was forced down ten (l0) miles northwest of, Songjin, Korea. The downed pilot was one hundred eighteen (118) from Wonson, Korea where the helicopter unit was based aboard the LST Q012.

With the limited range the helicopter possesses, it was necessary to make arrangements with the USS GUNSTON HALL (LSD-5) to steam north toward Songjin, Korea, the rescue area, to recover the helicopter on it's return trip, thus making it possible to complete the rescue mission.

With the assistance of the fighter escort from the USS BOXER (CV-21), the helicopter was guided around known flak areas and arrived at the posi- tion of the downed pilot who was immediately helped into the helicopter. To keep small-arms fire to a minimum, the fighter escort kept up a well coor- dinated straffing attack on both sides of the helicopter during the landing and take-off.

After getting settled down for the return trip it was learned that the USS GUNSTON HALL (LSD-5) was late in getting under way and to add to the uncomfortable feeling, a strong head wind was encountered. A few minutes after reaching the proposed rendezvous position the USS GUNSTON HALL was sighted dead ahead and a safe landing was made on her with very little fuel remaining.

On 27 September 1951 LT J.M. FARWELL, Pilot, and his crewman KINCAID, J.E., AD1 of Unit TWELVE based aboard the LST Q012, anchored in Hungnam Harbor, Korea, rescued LTJG BROWN, 499805 who was on a flight from the USS BON HOMME RICHARD (CV-31) and was forced to land his aircraft on a sand bar in the river fifteen (15) miles north of Hungnam, Korea.

After a fighter escort had rendezvoused over the LST, the helicopter proceeded on course to the downed pilot. While passing over the Hungnam Bridge, heavy 20MM ground fire was encountered, being,silenced quickly by the fighter escort. Upon arriving at the position of the downed pilot, it was observed that LTJG BROWN was lying flat on his back in a small depression in the bar to escape the small arms fire.

The fighter escort strafed both sides of the river banks repeatedly. The helicopter made its approach and landed. It didn't take long for LTJG BROWN to get aboard and the return trip was started. With the fighter escort scissoring back and forth beneath the helicopter, it returned safely to the helicopter base.

An inspection of the helicopter revealed one (1) bullet hole in one of the main rotor blades.

On 3 October 1951, two (2) rescues were made by unit TWELVE, which was based aboard the LST 799, anchored at Hungnam Harbor, Korea. Th

e first took place while Chief Aviation Pilot BUSS, C.W., and his crew- man SHERRILL, R.O., AD3 were on a mine reconnaissance flight in the vicinity of Hungnam Harbor when a distress call was received from a plane off the USS BON HOMME RICHARD (CV-31) saying that one pilot had bailed out approximately æ eighteen (18) miles west of Wonsan, Korea.

A fighter escort joined up with the helicopter and it proceeded to the position of the downed pilot.

The downed pilot was spotted and the helicopter let down for the pick-up. Intense small-arms fire was encountered, but was soon suppressed by the escorting fighters. LTJG L.R. DOWNS, the downed pilot, was hoisted aboard the helicopter off the steep ridge, where he had been hiding, and as the heli- copter ascended, several riflemen popped up from the under brush and opened fire. Fortunately no hits were scored and LTJG DOWNS was returned safely to the LSD (5) where he was treated for burns he had received while bailing out of his aircraft.

On the west coast of Korea another rescue was in progress on this 3rd day of October 1951. LTJG P,J. MYATT Jr. And his crewman WALTER, L.E., AD1, were flying in their helicopter over the intersection of the Han and Imjin rivers when a radio message was received requesting that they proceed north to pick up a downed pilot who had crash landed within enemy territory. The land based helicopter that was previously sent on the mission was forced to return due to shortage of fuel. LTJG MYATT was proceeding on course, the fighter escort had not joined up as yet, at 6500 feet of altitude approximately fifty (50) miles north of Mansan when 40MM anti-aircraft fire opened up. The pilot went into autorotation to change altitude. After dropping down 1000 feet, a sharp impact followed by extreme vibrations was experienced. The helicopter was kept in autrotation and within a few seconds another hit was received which wounded WALTER, the crewman. Recovery from autorotation was accomplished at about 2000 feet and the pilot headed south along the river. Although the wounded crewman assisted in navigation and directing the pilot around areas of heavy ground fire,it is estimated that the helicopter was fired on eight or nine times before reaching friendly territory. After the aircraft was landed and the crewman cared for, an inspection of the "shot-up" helicopter revealed that six feet of the center section of the one rotor blade was shot off and the main spar was pierced; two of the three tail rotor blades were split; tail boom and tail rotor drive-shaft was damaged; the center section of the aircraft had several structural members damaged; the battery, oil tank, generator, drive shaft bractst and port hydraulic lines were all pierced; port landing gear strut had about ten bullet holes in it; and several holes of undetermined damage in the engine section.

A Sikorsky Factory Representative who examined the helicopter on 6 October was of the opinion that it was so "shot-up" that it should be given major overhaul. After limited repairs to make the craft airworthy, tha helicopter was flown to the LST 1122 which was anchored in Inchon Harbor where unit SEVENTEEN was based and there it waited for further transportation. As soon as the word went out that the helicopter that LTJG MYATT was pilot- ing was hit and very likely would have to land in enemy territory, Unit TWELVE, based on the east coast of Korea onboard the 1ST 799 and anchored in Hungnan Harbor, refueled their helicopter, which had just returned a down pilot from enemy territory, took off again this time piloted by LT J.M. FARWELL and WILLIAMS, W.H., AD2 acting as crewman. The helicopter escorted by fighters proceeded to the downed pilot, a position fifty-five (55) miles due west of Wonsan , Korea.Upon arriving over the downed pilot LT FARWELL had to make three circles to pinpoint his position. The pilot was located on the slope of a small hill whereit was impossible to land, so the helicopter was brought to a hover and 2nd LT A.M. MULLER, 2nd Squadron of the South African Air Force was hoisted into the helicopter. The ground fire was heavy and close enough that LT FARWELL and WILLIAMS could hear the sound of a machine gun firing. As the helicopter picked up speed and started to climb a bullet cut through the lower right plexiglass window.

It smashed through the bottom of tha instrument pedestal, severing twenty wires and tore a four inch piece of metal from the left side of the pedestal and wrapped it over the left foot of LT FARWELL as it lay on the rudder pedal. There was also a hit received in the tail boom. Although the radio and most all the instruments were out of commission, the helicopter returned safely to its base where a good landing was made after the torn metal was removed from LT FARWELL's foot so that full rudder could be used. To accomplish the rescue of LT A.M. MULLER, one crewman was wounded and two helicopters were shot-up after.the unsuccessful attempt by the first helicopter.

Unit FOURTEEN serving aboard the HMAS SIDNEY received a message at 1605, 20 October 1951, that a Fire-Fly type aircraft was down in enemy territory near Sasiwan, North Korea, One hundred and seven (107) miles from the HMAS SYDNEY. Chief Aviation Pilot BABBITT, A.K., And crewman GOODING, G.G., AM took off from the HMAS SYDNEY escorted by two (2) Sea Fury fighters. When crossing the coast line, 40MM anti-aircraft fire was encountered, but no damage was received. Just prior to the arrival o£ the helicopter over the downed airman one of the SYDNEY'S fighters was hit by 40MM while dropping a massage to the downed man, and was forced to return to the ship. As the helicopter arrived over the downed airman, it was observed they were under fire, and were firing in return at the enemy. When the helicopter let down, intense fire was received and GOODING opened fire which helped to suppress the fire; long enough for Sub Lieutenant N.D. McMILLAN and Chief Petty Officer HANCOCK to enter the helicopter firing as they ran. GOODING hit two of the enemy and continued to fire until the helicopter had taken off and was out of range. The return trip to Kimpo airfield was uneventful except that the last thirty (30) miles of flight was made after darkness. A night landing was made with the assistance of lights from jeeps that were lined up to mark the landing spot. Two aircraft other than the one shot down were hit by anti-aircraft fire at the position where the downed airmen were picked up. The morale of the HMAS SYDNEY air group was greatly increased with the successful accomplishment of this rescue, knowing that they had a helicopter crew that would go any place to bring their pilots back, but it is trying on the nerves of the helicopter personnel to keep wondering how long their 60 knot unprotected aircraft can keep on flying between the bullets.

On 9 November 1951 Unit THIRTEEN, which was based aboard the USS TOLEDQ (CA-133) anchored at Wonsan Harbor, Korea, .received a massage that a plane was down in enemy territory at coordinates BU 8732, approximately sixty (60) miles inland. Chief Aviation Pilot THORIN, D.W, and his crewman CRAWFORD, E.L., AD2 took off in their helicopter and after approximately fifteen (15) minutes were notified by the USS TOLEDO that the downed pilot was at a different position and gave coordinate CU 0525. Five miles east-north-east of the new position moderate anti-aircraft fire was encountered* It was judged to be 20 and 40MM, two gun positions were spotted, one position had four guns, the other at least six. The helicopter was bracketed by the gun fire, but no hits were received. After an hour search the high rescue CAP was sighted and joined which was at 7000 feet above a cloud layer. The RESCAP had drifted from their original posttion and was unable to lead the helicopter to the downed pilot. The helicopter returned to its base due to low fuel with arrangments made to make a second mission on the following day,
On 10 November 1951 Chief THORIN was supplied with new coordinates of CU 0433 as the position of the downed pilot. The helicopter was escorted by two fighters to the given position, but the downed pilot was not located after an hour search, and the escorts had to return to base due to low fuel state. While on the return trip to base for refueling, arrangements were made with the RESCAP, to escort the helicopter on a later flight. When the helicopter had been refueled and the escort joined up. Chief THORIN again departed for the position of the downed pilot, the coordinates having been corrected to BU 8732, the same as the orginal position of 9 November 1951. Upon arriving over the given position, a fifteen minute search was necessary to spot the pilot. He had moved from his position because of enemy search parties. Sinall-arms fire was encountered during the low altitude search with no hits being scored. Captain F.J. WAID of the 39th fighter intercepter squadron of the l8th fighter bomber group, USAF was soon aboard the helicopter after it landed in a small plowed field. The return trip was uneventful. It is Interesting to note the difficulty the helicopter had in obtaining the correct position of the downed pilot, and after checking with the USS TOLEDO, it was learned that the information received by the ship, changing the coordinates to CU 0525 on the first flight were not authenticated. Since the course to coordinates passed close to the anti-aircraft positions and the AA crews apparently were alerted prior to the arrival of the helicopter, it indicates the possibility there may have bean a false radio directive by the enemy using a friendly call. A total flight time of 7 1/2 hours was Involved to accomplish the rescue.

22 November 1951 found LT H.F. SNOWDEN again in another rescue mission, this time his crewman being LIENGZEWSKI, A.J., ADAN. The downed pilot was about thirty-flve (35) miles north west of Wonsan, Korea, where he had landed on a steep mountain ridge 4.074 feet high after bailing , out of his damaged aircraft. The helicopter was launched from the deck of the USS LOS ANGELES (CA-135) which was south of Wonsan approximately thirty (30) miles. A fighter escort joinedup and the helicopter proceeded to the position of the downed pilot who was found by his mirror flashes. Be was on the top of a very steep ridge which was covered with trees and offered no place for the helicopter to land. Due to the altitude of more than 4000 feet it was impossible to come to a hover and hoist him aboard. Three passes with the sling hanging down were made over him at the slowest possible spped, but due to the terrific amount of small-arms fire and the presence of enemy troops that were closing in on the downed pilot he was unable to expose himself for any length of time. On the third pass it was observed that enemy troops were on both sides of him. The helicopter was also hit and damaged near.the collective pitch stick and the crewman was hit twice in the leg. The downed pilot was being forced down the side of the hill where it was impossible to get him. The rescue attempt was broke off and the helicop- ter proceeded to Yodo Island for medical attention for the crewman. LIENCZEWSKI the crewman, was loosing a great deal of blood and had applied a tourniquet to his leg. As soon as first aid had been administered at Yodo Island, the helicopter returned to the USS LOS ANGELES.

Number one on the list of recommendations concerning helicopter rescues during the past six months was that all inland rescues have a fighter escort to assist in navigation and to devert or surpress any gunfire that may be encoun- tered.

Before a helicopter is launched on a rescue mission the location of the downed personnel should be pin-pointed so that the helicopter will not need to search, out the position. It should be known that the person to be rescued is alive and In a position where he can be picked up either by hoist or landing. On inland rescues, the area around the downed person should be strafed just for good measure before the helicopter starts its let down. If downed personnel would pick out a small, clear spot that the helicopter can land in or a loca- tion where it can hover if the territory is too rough to land, it would expedite the pick-tip thus reducing the amount of time spent in the range of small-arms fire. When the helicopter is approaching a downed person, it would be of great assistance if they would set off a smoke flare, to give the exact location and wind onformation.

A considerable number of pilots have recommended that a larger hoisting sling be used during cold weather to enable the person in the water easier access with bulky winter flight gear, but if this is done, it is difficult to get the person inside of the helicopter because of the distance they would be hang- ing down from the door. If the hoist on the helicopter were raised, as on some of the Coast Guard helicopters, it would be possible to use a slightly longer hoisting sling.
It is recommended that all carrier pilots be briefed monthly on the importance of sheding all excess gear when in the water after it is assumed that the helicopter will make the pick up, At this time there is no set policy as to what evasive action to use when a helicopter is taken under gunfire. There is little the helicopter can do to help its self. The speed range is very small which is slow at the fastest speed, however, sharp turns and changes of altitudes can be accomplished, It seems that each pilot has his own views as to the best altitude to fly and whether to follow the ridges or valleys to avoid anti-aircraft fire when going inland on a rescue. The most Important factor that should be considered is that before a helicopter is launched into enemy territory the pilot should be briefed on the latest intellegence reports concerning the pick-up area and route to it. It should be the responsibility of all supporting ships for helicop- ters units to keep the helicopter unit constantly informed of known gun posi- tions so if the occaseion should arise where the pilot would be sent on a mission without a chance for briefing, the pilot would always have a good knowledge of the enemy's positions. Of all the suggestions and recommendations the most important of all is that on all inland rescues it is mandatory that the helicopter have a fighter escort to provide protection. The past six month period provided the officers and men of Helicopter Squad- ron ONE with more awards and decorations than any previous time since the commissioning of the squadron. The great number of awards and decorations shows the appreciation of the Armed Forces for the outstanding performance of the squadron in the past and will keep on doing in the Korean Area. She morale of the Squadron has been kept at a high prime by knowing that a unit in the forward area will be relieved at six months periods, also the judicious presentation of awards and decorations has contributed greatly, and the unselfish feeling an individual obtains when he saves another life along with the undying gratitude of the person rescued is the greatest personal reward that any person can possibly achieve in this type endeavor. The "highlight" of the reporting period was a Christmas party for sixty (60) children, sponsored by the squadron on 18 December 1951. Santa Caus arrived by helicopter which was appropriately painted to resem- ble a candy stick.

The children were from the Nazareth Home of San Diego. Calif., and ranged in age from five (5) to ten (10) years old. An organization known as the "Good Fellowship Club", which consists of local San Diego Business Men assisted in financing the party with a donation of one hundred seventy (170) dollars, making it possible for Santa Claus to present to each boy and girl a new gun and holster set or a new doll. Many other toys ware also donated to the home, which had been turned over to the squadron wood and metal shops for slight repairs. To show the squadron's appreciation to the "Good Fellowship Club", the Commanding Officer presented each of the donating members with a wallet siae card making then honorary helicopter pilots of Helicopter Squadron ONE. Through-out the day each child was escorted by an enlisted man who served as a big brother, seeing that each child had his fill when the noon meal was served at the crew's mess hall. Movies and other entertainment were provided and at the close of the day it was apparent that all the children had spent a memorable day.

Photo - HO3S-1 photograph at a rendezvous between VMO-6 personnel on the left and Helicopter Utility Squadron One