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In February 1962, I arrived at Fliegerhorst Airfield in Hanau,
Germany, and was assigned as Commander, Aerial Surveillance and
Target Acquisition Platoon (ASTA) in the 503rd Aviation Company,
3rd Armored Division. I had completed transition onto the OV-1
Mohawk at Ft. Rucker in November 1961. The 3rd Armored was the
first unit to receive the Mohawks. They started arriving in July
1962 and were checked and serviced by our Grumman Technical Representative,
Walt Mattson. We conducted the Department of Army's Field Test
and Evaluation on the aircraft.
We began a special training program to conduct regular Side
Looking Airborne Radar (SLAR) missions along the borders of East
Germany in support of the intelligence efforts of HQ, Seventh
Army. We were ready by late August or early September. The SLAR
Section was commanded by Captain Russell H. Potter. The SLAR
missions were flown by Captain Potter, Captain Dean R. Willwerth,
also in the SLAR Section, 1st Lieutenant Roy A. Wulff of the
Infrared Section, and myself.
During the Christmas week of 1963, I volunteered to fly one
of the scheduled night missions. It was scheduled for a 0100
hr. takeoff. The weather was good for night instrument flying,
the clouds were low, and light snow was falling. All preparations
were made. SFC Houston, our best Ground Control Approach (GCA)
radar operator, was to be in the GCA Shack upon our arrival back
at Fliegerhorst. My Technical Operator (TO) for the mission was
Sp-5 Seymore.
I arrived at the hanger at 1145 hrs to preflight the Hawk
and go over the mission with Sp-5 Seymore. The flight plan was
filed under the call sign of Corvette, which we used on these
missions. The current weather at Fliegerhorst was: ceiling 400
ft overcast with 1-mile visibility, and light snow falling. The
weather upon our arrival back at Hanau was to be worse but above
landing minimums. I used Ramstein AFB as my alternate airport.
After a real thorough preflight, SP-5 Seymore and I climbed aboard
and secured ourselves in the Martin Baker ejection seats and
taxied out for the runup. All was perfect, clearance copied,
rotating beacon on, ejection seat armed, we rolled out on the
numbers and lined up the Hawk on the center line of the take-off
runway. I looked up through the overhead plexiglas and said my
prayer, "Into Thy Hands Father, I Commit My Spirit"
and pushed the power levers forward.
The Hawk roared down the runway, came off at 100 knots for
safety, and we were into the overcast. Every time I entered the
overcast it was like wrapping up in a warm blanket. Right turn
to Salmunster Beacon, to maintain 4,000, then passed Salmunster
Beacon, climb to 12,000 feet, direct to Fulda. With the autopilot
on in a 140-knot climb, the Hawk was steady and smooth. At 12,000
feet we were handed off by Frankfurt Departure to our USAF GCI
Site Controller for vectors down our assigned course. We broke
out of the overcast at 11,500 ft and were seeing bright stars
for the first time in weeks. We were able to tell our families
after these missions, that there was still a sun and moon over
Germany, even though they could not see them during the winter
months.
About 30 minutes into the run down the boarder, the GCI Controller
asked if we were IFR or VFR? I replied that we were VFR ON TOP.
He asked me to look over to our left out about 1 mile and see
if we could see any aircraft running lights! I was surprised
to see another aircraft to our left rear flying parallel to our
course, but running at a faster speed than we were. The Controller
said that we had a Boogie running parallel to us! At that moment
I heard a voice over my headset, "Guten Morgan, Corvette!"
Well Seymore and I just stared at each other. I replied, "Good
Morning, Kraut!" The Controller said, "Corvette, maintain
present heading and course."
There was a long period of silence on everyone's part. The
Controller then asked how far the clouds were below us? I replied,
"About 500 feet." He said, "Descend to 11,000."
I acknowledged him and descended down into the clouds. He said
that the boogie had gone on past us on our same course, but he
had just started a left 270-degree turn and was coming to a 90-degree
course to intercept us in about 2 minutes. After a minute, "Are
you still in the clouds?" the Controller asked. "Roger,"
was my reply. "Well he is coming directly at you from your
left. Maintain present course, Corvette."
I looked at Seymore, and went to intercom. "Seymore,
this is no joke! That Kraut can do anything! If you know the
aircraft has been hit by a missile, eject and work your way west
until you are sure that you are in West Germany, then ask for
assistance. Use your compass and map. Look for my chute and maybe
we may can join up on the ground." He looked pail, just
like I did!
The Controller told us that our two blips were converging
and would join in a few seconds! What do you do in a situation
like that? You just hold your course and take a long deep breath!
After a few seconds, the Controller said, "Corvette, your
two blips are now merging!" We held our breath! "Corvette,
are you still there?" "Roger," I replied. "Dad
blast it!" said the Controller, "That dude has crossed
the boarder and is heading straight for Frankfurt!" He told
us to stay in the clouds, and maintain our present course.
In a minute, the Controller said that the Boogie was turning
left again, making a 180-degree turn, and was going to make another
run at us. He stated that the Boogie was 45 miles inside West
Germany, but was heading back our way again. He told us that
our blips would merge again in about 2 minutes. Sure enough,
here he came. The Controller said, "Corvette, your blips
are about to merge again, hold steady." About 3 seconds
later the Hawk hit some turbulence as we flew through his wash!"
"Corvette, are you still there?" "Roger that,
still here," I replied. The Controller commented, "Looks
as though he is heading for home on an easterly course. Let's
hope so." Then over the headset came, "Guten Abend,
Corvette, Merry Christmas!" I answered, "Good Night
to you, Kraut, and a Merry Christmas to you!"
There were no transmissions from him after that. Seymore and
I just stared at each other again. We finished the southbound
run, made a 180-degree turn and completed the northbound run
without incident. Over Fulda, the Controller said that he would
make the necessary reports about the boogie and asked me to do
the same upon landing back at Fliegerhorst. I acknowledged that
I would. We were cleared for a left turn to 170 degrees, direct
to Salmunster Beacon, and descend to 4000 feet. As we were descending
we discussed how lucky we were, heading home without encountering
any kind of emergency from our "Bogie Kraut."
At 7,000 feet the GCI Controller said, "Corvette, contact
Frankfurt Approach Control on 236.2 and good night, sir."
I replied, "Thanks for the protective procedures back there,
and good night to you, sir, out." I contacted Frankfurt
Control and was told to continue my descent to Salmunster Beacon.
Sp-5 Seymore and I just sat silent as we descended, thinking
about what could have happened back there. Frankfurt Control
said, "Corvette, Hanau's present weather is 200 feet overcast
and 1/2 mile visibility with light blowing snow, winds from the
west at 2-3 knots, altimeter 29.82, over," I replied, "Roger,
Frankfurt, request a GCA Approach into Fliegerhorst, Hanau, over."
Frankfurt replied, "Corvette, you are cleared for a GCA
Approach into Hanau, contact Hanau GCA on 236.6, over."
I acknowledged Frankfurt and contacted Hanau GCA. It was so
good to hear SFC Houston's voice as he cleared us across Salmunster
Beacon on a heading that would intercept the inbound course at
a 45-degree angle for the GCA Approach. I looked over at Seymore
and asked how he was doing? A wide grin on his face told me that
he was thankful and happy to be making a good safe approach at
our home field. I reduced power, put down 15 degrees of flaps,
slowed the Hawk to 130 Knots and turned on the inbound course.
Houston lined us up on the inbound course. The Hawk was smooth.
"Corvette, this is your Final Approach Controller, you need
not make any further transmissions, you are on course and approaching
the glide slope, lower your gear at this time."
I pulled the gear lever into the down position and the Hawk
shuddered some as the gear came down and locked into position.
I loved to feel the Hawk shudder when the gear came down, she
let you know right away that everything was OK, and the gear
was on the way down and locking into position. As the gear locked,
the Hawk automatically slipped into a 120 Knot, 500-fpm descent.
"Corvette, acknowledge your gear down and locked,"
requested the Controller. "Roger, I have three down and
the pressure is up."
"Corvette, you are just to the right of the centerline,
come left to 275 degrees, slightly above the glide slope. The
weather is 200 feet overcast, 1/2 mile visibility, winds from
the west at 2-3 knots, altimeter 29.82, you have been cleared
to land. You are now on course, on glide path. You are now approaching
minimums." "Corvette, you are now at minimums, if you
cannot see the runway, execute a missed approach, at this time
and remain on this frequency." "GCA, this is Corvette,
I have the runway lights in sight." "Roger, Corvette,
take over visually, you are cleared to land." "This
is Corvette, roger, sir, and thank you for another fine approach."
"Corvette, contact Hanau Tower at this time, good night,
sir." "Good night to you, Sgt. Houston, well done!"
We taxied to the hanger where the crew chief and maintenance
personnel were ready to inspect the Hawk and get her ready for
tomorrow's missions. I went into the Flight Operations Office
and sat down and wrote out an After Action Report, with an Incident
Report concerning the incident with the East German Air Force
aircraft that made two passes on us during the mission. I never
received any feedback on my reports or the incident during this
mission. I guess that it was a stand-off on both sides. Them,
for not wanting to admit that one of their pilots did make a
run on us and violated the international boundary, and us, for
not wanting to admit that an East German pilot had flown over
Frankfurt and we were unable to do anything about it! In either
case, neither SP-5 Seymore or I had any complaints on anything
that night. It was a beautiful White Christmas in Germany, that
year.
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