HS-6 SAR Detachment History
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Larry FeldhausHS-6 SAR Detachment History
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Larry FeldhausHistory of the First HS-6 SAR Detachment
HS-6 loaded aboard the USS Kearsarge (CVS-33) in early June, 1966 and departed on a
WESTPAC Cruise which lasted until our return on 17 December, 1966. The Squadron
Skipper was Cdr Bob Vermilya. During our pre-Cruise work-ups he had announced that he
would remain in command of the main part of the Squadron, and that Cdr Warren
Lockwood, our X.O., would lead the first SAR Detachment.
About a month prior to sailing out of San Diego, Cdr Lockwood picked the crews and the
enlisted personnel that would comprise the squadron’s first SAR Detachment, SAR Det A.
After departing San Diego, the entire Squadron participated in about a two week Operational
Readiness Inspection en-route to Hawaii.
Upon arrival in Hawaii, the personnel picked to make up SAR Detachment A received three
(3) days off with no duties. Our orders were to be at the Barbers Point Naval Air Station at
the appointed time for our departure to Yankee Station. We had been advised we could
expect to operate without any direct squadron support for a period of at least 45 days, and to
plan and pack accordingly. To this end, we each had everything packed and ready for
transfer to Barbers Point prior to the Kearsarge arriving in Hawaii.
The Det consisted of 10 Officers and 30 Enlisted. I believe our initial flight crews were:
• Cdr Warren Lockwood/Lt(jg) Ollie Donelan/AX1 Goen/ADJ1 Vacari
• Lt Don Nichols/Lt(jg) Rick Grant/AX3 Smith/AMH2 Roberts
• Lt Ron Clarke/Lt(jg) Jerry Smith/AX3 Conrad/ADJ2 Armstrong
• Lt Bill Waechter/Lt(jg) Bob Wildman/ADJ2 Olsen/AX1 Brantley
• Lt Jim Petrovich/Gene Eagan and crewmen
In addition, we took what seemed like tons of "cruise boxes" loaded with everything people
could think of that we might need to keep four armored SH-3 SAR helicopters flying for the
duration we were away from the main Squadron. The plan, and it worked, was for SAR Det
A to proceed to Yankee Station in the Gulf of Tonkin, take possession of four armored SH-3
SAR aircraft from HS-8, and provide Search and Rescue while the main body of HS-6
continued to Yankee Station via the Sea of Japan, and other Ports of Call. When the main
body did arrive in the Gulf, the SAR duties would become a Squadron-wide endeavor with
all pilots and aircrewmen involved.
Our SAR Det transportation was by air from Hawaii to the Philippines via one OLD, four-
engined (four recips! Remember what they were?) DC-7. At the appointed time we all met at
the Barbers Point Terminal and loaded aboard the airplane. There were 40 of us, plus an
unknown (to me) amount of baggage, spare parts, etc., (not to mention the dozens of box
lunches for our dining pleasure) and when the pilot taxied out onto the runway he taxied as
close to the end as he could. As he swung into position for take off, the tail was probably
hanging over the water. He brought the power up, popped the brakes, and we started our
take off roll. We were so heavy it seemed like we were just creeping down the runway, then
we started to pick up speed. About 50 feet from the end of the runway, he rotated, and lifted
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off the ground just as we passed over the water. As I said, we were really, really heavy.
Our first stop was Wake Island (after a few box lunches). We were able to get off the plane
and walk around the island – literally walk around the entire island. Then it was on to
Guam, where we arrived about midnight, their time. Here they had the Mess Hall open for
us, so we ate, and then, back on the plane. More box lunches, then we arrived at NAS
Cubi Point, Philippine Islands.
As we were clearing the runway after landing at Cubi, Cdr Lockwood walked to where Don
Nichols and I were seated. He told us there would be a car waiting when the doors opened
and that the three of us were headed to Base Operations – it seemed like no time at all until
we were standing at the counter in Ops and Cdr Lockwood was asking when the next COD
was leaving for Yankee Station. The First Class behind the counter said it was leaving in
about one hour, but that it was full, and that we would have to wait until the next day. The
X.O. handed him a copy of our orders and told him he would have to bump people, that we
had a number 1 priority. As a result, we grabbed our bags, and were aboard the duty carrier
at Yankee Station within 3 hours of landing at Cubi. The rest of the Det was transported by
ship to Yankee Station the next day.
As the Maintenance Officer for the detachment, it was my responsibility to test each of the
SAR birds and make sure we had HS-8 repair as many items as possible before accepting
them. The reason was, HS-8 aboard the USS Yorktown had a full squadron of personnel
and parts, and we would be operating for the next 45 or so days, with only 30 Enlisted and
limited parts support. Flights and repairs took two or three days, and when I accepted the
last aircraft, the four SAR aircraft departed that carrier and proceeded to the Connie. During
this time the HS-6 pilots flew as copilots with HS-8 pilots, so we could become acquainted
with the area and operations.
During our time on station, we would typically have one chopper depart prior to the first fixed
wing launch, then the second would depart about 1300, to go on station. The usual
destination was the North SAR destroyer, located just off the coast of Hanoi, though we
would also go to the South SAR destroyer, and/or the Cruiser that was located in between.
Upon arriving on station, we would go into a holding pattern and circle for hours on end,
awaiting a call to go inland. About every two hours we would contact the ship we were
working with, and drop down for a "High Drink" aircraft refueling. This was affected by
making an approach over the fantail of the ship, hovering (flying formation with the ship’s
mast), lowering the rescue hoist, picking up the fuel hose, receiving fuel, then lowering the
fuel hose and departing to returning to our holding pattern. It should be noted we would drop
a bag down when the hoist was first lowered, and a sailor would grab that, and run to the
Galley. Just prior to refuel completion, you would see the sailor running with our bag of
goodies, which he would attach to the rescue hoist as soon as the fuel hose was
disconnected. This way we got sandwiches and drinks to sustain us, on what became very
long flights. If there were additional raids going on, our flights would be extended. For me,
personally, the longest non-stop flight, entered in my log book, is 13 1/2 hours. Not bad for
an aircraft with a 4 to 4 1/2 hour fuel supply!
The weather and flight conditions varied from VFR to IFR, extremely dark, two typhoons,
and extremely hot conditions. We were wearing Nomex flight suits, a survival vest and a
Mae West, plus a flak vest at times. The OAT ran around 40 C many of the days, and
that, plus the sun shining in through the top, side and front windows left comfort to be
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desired.
As the main North Vietnam Search and Rescue unit, our SAR Det recovered many air-
crewmen. Unfortunately, we also had numerous cases where we would start to go inland,
only to have to abort the mission because the pilot had been captured. The latter was the
worst part of the entire operation.
It should be mentioned that we only remained on one carrier for 5-7 days at a time. Many
times we would take off from the carrier we were living on and operating from, then upon
return, land on a different carrier. This became our new home for another 5-7 days. The
Det personnel would have to transfer everything we owned each time we changed carriers,
and, in one case, when the USS Roosevelt lost a prop the same day we moved aboard, we
moved twice in one day.
All of the discomfort and inconvenience aside, this was a very rewarding experience which
resulted in many rescues and other services rendered, (Mail drops/personnel transfers/cargo
transfers, etc.) and a lot of very well deserved decorations awarded to our crews. In my own
case, my crew which consisted of me as HAC/Lt(jg) Jerry Smith/ AX3 Conrad/ ADJ2
Armstrong had the distinction of performing the first night rescue in North Vietnam. We were
operating off the USS Ranger when, about 3 in the morning on July 27,1966, we were
scrambled, and departed the carrier in a driving rain storm. Did I mention it was pitch black
also? We entered North Viet Nam about 5 miles North of the DMZ and proceeded to rescue
an Air Force F-4 pilot who had been shot down. The only air cover we had were three twin-
engine USAF bombers and the enemy ground fire was extremely heavy. Our "gunners"
expended over 3,000 rounds of M-60 ammunition during the 27 minutes we were inland
and under fire. I received the Silver Star, and my crew each received very well deserved
Distinguished Flying Crosses. It was a good night – we got our man!
Twenty days prior to the night rescue, we had entered Haiphong Harbor and picked up a
Navy A-4 driver who had ejected because his aircraft was on fire. By the time we arrived at
his position, in the middle of the Bay, North Vietnamese "junks" were closing in on him, and
they closed to within 1000 yards or less. They were still heading our way when we got the
pilot in the "Horse Collar." As soon as he was out of the water, we departed, with much
haste, and he entered the aircraft almost dry. We were probably doing 100 knots by the time
he was pulled in the door. With this rescue, we had numerous fighter and attack aircraft
overhead, but they were all out of ordnance since they were returning from a raid. I still recall
the rescued pilot's comment after we cleared the coastline. He came on the intercom and
said, "You helicopter pilots aren't so bad, after all!" His name was Lcdr Eisenhower.
When the main squadron arrived on Yankee Station aboard the Kearsarge, the SAR duties
were taken over by the rest of the unit. They also did a marvelous job!!! As I recall, HS-6
rescued16 pilots during our time on Yankee Station.
BY: RON CLARKE
Common questions
Powered by AIThe HS-6 SAR Detachment faced significant logistical challenges during their mission to Yankee Station in 1966, primarily due to operating independently without direct squadron support for at least 45 days. To overcome these challenges, they meticulously planned their packing to include necessary spare parts and supplies, as conveyed by their loading of 'cruise boxes.' Upon arrival at different stations such as Wake Island, Guam, and NAS Cubi Point, they coordinated immediate transfers to stay on tight schedules, as seen when Cdr Lockwood ensured priority transportation to Yankee Station. This planning and efficient coordination allowed them to maintain operational readiness despite limited resources and personnel .
The SAR Detachment balanced operational readiness with the limitations of independent operations by meticulously planning their logistics, leveraging partnerships with HS-8 for initial aircraft repairs, and implementing efficient operational protocols. The strategic planning allowed them to prepare for extended periods without direct squadron support, focusing on spare parts management, resource allocation, and repair readiness. Continuous training and competence building in coordination with other units ensured sustained mission capability despite limited independent resources .
The responsibilities of the HS-6 SAR Detachment evolved significantly during their deployment on Yankee Station. Initially tasked with independent SAR tasks, their operations required acclimation with the area, achieved through joint flights with HS-8 pilots. As the deployment continued, SAR duties expanded to involve the entire squadron once the main unit arrived, leading to a collaborative effort across the squadron. This evolution impacted their operations by increasing the scope and scale of their efforts, allowing for more comprehensive SAR coverage and enhancing the overall mission's effectiveness, as reflected in the numerous pilot rescues and successful missions during their time on station .
Inter-service collaboration was crucial for the HS-6 SAR Detachment, particularly evident in their rescue missions. For example, during a night rescue mission of an Air Force F-4 pilot, the only air cover consisted of three twin-engine USAF bombers. The collaboration between different branches of the military enabled the SAR team to perform complex rescues under heavy fire, demonstrating the importance of inter-service support in expanding operational capabilities and increasing mission success .
The SAR Detachment had to carefully manage strategic and tactical considerations during transitions between carriers. These included quickly transferring all necessary equipment, maintaining operational readiness, and ensuring coordination with new carrier teams. Each transition involved logistical challenges such as moving personal and operational gear, adapting to new carrier-specific procedures, and swiftly integrating into the new operational environment. Efficient transfer plans and seamless coordination ensured minimal disruption to mission objectives during these frequent relocations .
Personnel in the SAR Detachment required a combination of professional expertise, adaptability, and resilience to handle the challenges of their Yankee Station deployment. Professional expertise was crucial for effectively navigating complex SAR missions and managing aircraft maintenance independently. Adaptability enabled them to handle dynamic environmental conditions, frequent carrier changes, and improvisational logistics. Resilience was necessary to endure long missions under physically and mentally demanding conditions, maintaining operational focus and morale despite the risks and discomforts faced .
The SAR Detachment's missions greatly contributed to operational success by effectively rescuing downed pilots, maintaining morale, and providing critical in-theater support. Success was measured through tangible outcomes such as the total number of pilots rescued—16 during the deployment—and the completion of complex missions under adverse conditions, like the first night rescue in North Vietnam. Recognition in the form of awards, including a Silver Star and Distinguished Flying Crosses, highlighted their crucial role and the broader strategic impact of their efforts .
Environmental and flight conditions significantly affected the HS-6 SAR Detachment's operations and decision-making. Conditions varied from Visual Flight Rules (VFR) to Instrument Flight Rules (IFR), with challenges including extreme darkness, typhoons, and intense heat, complicated further by cumbersome flight attire such as Nomex suits and flak vests. These factors required the detachment to be highly adaptable, influencing decisions such as the timing of launches, selection of flight paths, and the choice of which missions to undertake or abort. This adaptability was critical to both mission success and the safety of the crew .
Maintaining the SH-3 SAR helicopters without direct squadron support presented substantial challenges due to limited personnel and parts. Strategies to overcome these included thorough pre-transfer testing and repairs in collaboration with HS-8, leveraging their full personnel and parts resources. The Maintenance Officer ensured that any necessary repairs were completed before accepting the aircraft for independent operations. These measures ensured optimal operational readiness despite the detachment's isolation and resource constraints .
The successful execution of the first night rescue in North Vietnam involved meticulous planning, coordination with USAF bombers for air cover, and effective response under pressure. Challenges included complete darkness, adverse weather conditions like rain, and heavy enemy ground fire. The use of precise aerial navigation and rapid decision-making were crucial against these challenges. The SAR crew's training and adaptability allowed them to successfully execute the mission, securing the safety of the downed pilot amidst considerable risks .