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During the COLD WAR days of the 60's, all units in Germany
were ready to stand up and meet the challenge. In Aviation units,
this sometimes led to unauthorized short cuts in order to get
the job done. The following mission, true and factual, will illustrate
the point!
I transitioned into the OV-1 Mohawk at Ft. Rucker in September,
1961, en-route to the 503rd Aviation Company at Hanau, Germany.
I arrived in the unit in February, 1962. As Commander of the
Aerial Surveillance and Target Acquisition Platoon (ASTA), I
was ready to receive our OV-1's from the depot in July, 1962.
Captain Drexel E. Sanders, Leader, Infrared Section, was designated
as our OV-1 Maintenance Officer. He was supported by a fine Grumman
Technical Representative, Mr.Walter Mattson. The 3rd Infantry
Division was second to receive Mohawks and their Grumman Technical
Representative was none other than our own Joe Dimaggio. Since
the 3rd Armored Division was the first unit to receive the Mohawks,
we were tasked to conduct the DA Field Test and Evaluation on
the aircraft. We conducted Photo, SLAR, IR and Visual missions
during the test. The SLAR, however, was the system we concentrated
on most, since we knew that we would be flying Border Surveillance
missions in bad weather in the early fall.
The SLAR Section, Commanded by Captain Russell H. Potter,
would take responsibility for the missions. In his section was
Captain Dean R. Willwerth. This section was supported by 1st
Lt. Roy A. Wulff of the IR Section, and myself as the Platoon
Commander. During our Field Testing, I determined that these
were my most capable aviators. All four were dual rated and could
put the Hawk down on the " first half "of the runway
"numbers" every time! Being dual rated seemed to make
it easier for these pilots to drag the Hawk at low speeds during
short field landings.
The Border Surveillance Missions began in the fall on schedule,
and all procedures between the USAF, the German Air Controllers,
and us were mastered in no time. By the end of the year only
a few missions had been cancelled for various reasons and higher
Headquarters recognized the SLAR system as a valuable asset in
the Intelligence field. The situation got hot in the early spring
of 1963 when the SLAR imagery showed movement in a training area
across the boarder when there was not supposed to be any training
going on at that time of the year. Confirmation missions were
immediately scheduled in increased numbers, which put the SLAR
Section into a real bind. On top of that, really bad weather
rolled in all over the continent.
There was a special mission scheduled by Seventh Army for
the next morning at 0200 hours. Captain Ed Brinkley, 3rd Armored
Division G-2 Air Section in Frankfurt, was closely monitoring
the situation. Since all of the pilots in the SLAR Section were
worn out from all the additional missions, I told Russ Potter
that I would take this one so they could get some rest. As the
personnel were leaving to go home, I asked Lt. Roy Wulff to meet
me in Flight Operations to discuss the 0200 hr flight. The current
weather was bad and the forecast looked even worse. There was
not an alternate airport anywhere on the continent that would
support the mission. I called Capt. Brinkley and informed him
that the mission was going to be cancelled. He said for us to
stay by the phone until he could get approval for the cancellation.
About 30 minutes later he called and said, "Negative,
the mission is still on!" I asked Roy to call Capt. Sanders,
the Flight Operations Sergeant, and SFC Houston, the best Ground
Control Approach (GCA) Radar Operator we had in the company,
and request that they come in and get in on the planing for this
mission. They came in and we discussed the mission for over an
hour. It seemed that both Dean and Russ had run into this problem
before, and Roy said that they had filed Shannon, Ireland, and
Rome, Italy, as alternate airports, knowing that, by the time
they returned back from the mission, the weather at Hanau would
be above minimums.
We made a plan! Roy and SFC Houston would be in the GCA Shack
at 0200hrs for my take off. They would make sure that the tactical
An/GRC-47 Radio was operational. I had the same type radio in
the Mohawk and we could talk on our company tactical frequency
without any air route traffic controllers monitoring our private
transmissions. We knew that, if the weather was below minimums
upon my arrival back at Hanau, that we would have to play our
"Ace in the hole." Meanwhile, all efforts with Division
G-2, to get the mission cancelled, failed! At 0100hrs, Sandy,
Roy, and I were in the hangar preflighting the OV-1B. I went
to Flight Operations and filed the flight plan using our assigned
classified code name of Corvette. I filed Shannon, Ireland as
the alternate airport, knowing full well, that if I had to make
a missed approach and go to Shannon, that I had no chance of
making it with the fuel that I would have left on board. That
was the only way that I could legally get the Mohawk off the
ground that morning.
The weather was snowing outside, ceiling about 100 ft, with
visibility less than 1/8th of a mile, and there was ice on the
runway that could not be completely cleared off. I had a Special
IFR Ticket so the take off, at least, would be legal. Capt. Sanders
finished up the preflight. Sp-5 Bohannon, from Mississippi, was
my Technical Operator on the SLAR for the night's mission. We
harnessed up and climbed aboard. The run-up on the dry ramp in
front of the hangar was perfect. I rolled out onto the runway
and lined up the Hawk. Clearance copied, seat armed and rotating
beacon on, I looked over at SP-5 Bohannan and asked him if he
was ready? He nodded yes. I looked up through the overhead canopy
and said what I always said at this point prior to take off,
"Father, into thy hands I commit my spirit."
I locked the brakes and eased the power levers forward slowly.
The Hawk would not hold due to patches of ice on the runway and
we began sliding forward. Releasing the brakes, I added power
for the take off run. The Hawk would not hold the line and began
turning sideways. No good! Off with the power and on the brakes,
until she came to a stop almost off the runway. I got her turned
around and worked my way back to the numbers of the take off
runway. This time I did not use brakes, just easy, but firm,
pushing up of the power levers until she seemed to be tracking
straight, then in with full power quickly, as we had only 2200
feet of runway with a short overrun. The short runway dictated
that we always departed with the main fuel tank half full and
both 150 gal. external drop tanks full. In the event of engine
trouble on take off, we would immediately drop the external tanks
and lighten the load.
She came off the runway slightly sideways, but flying, and
no sooner had the gear thumped up into the wheel wells, we were
into the overcast. Right turn after take off and direct to Salmunster
Beacon, to maintain 4,000 ft until crossing Salmunster Beacon.
Over Salmunster, we were cleared to Fulda, to depart 4,000 ft.
and climb to 18,000. For some reason, I did not engage the autopilot
to establish the climb. I just settled into a good trimmed 140-knot
climb. Frankfurt called and requested my altitude. I replied
with, "9,000,climbing." He said "standby for an
amended clearance." I told him to go ahead with the clearance.
That clearance was six lines long, telling of an USAF C-54 with
engine trouble coming out of the Berlin Corridor and all the
things that he might want to do.
Well, when I finally finished reading back the clearance,
I looked up at the instrument panel and did not recognize anything
on it! The attitude indicator of the Collins FD-105 Flight System
was at a very odd angle. It looked as though it was upside down!
Every instrument was moving and unwinding rapidly. My first thought
was, "I'm almost on my back!" I realized that the Hawk
had slid off on its right side and rolled over, nose down with
the airspeed showing over 300 kts. Something told me, "Split-S!"
Off with the power, out with the speed brakes! The airspeed looked
better, but not good enough! The Hawk would not respond to efforts
to roll it back level.
Mountains were under us. We were in an extreme emergency!
Got to get it slowed down! It was not responding fast enough.
The Hawk was now expendable. Down with the gear, down with the
flaps. Immediately, the Hawk rolled over upright, the nose pitched
up and with the power levers at flight idle, it was just mushing
along. We were still flying, but staggering at under 70 kts.
In with full power, gear up, flaps up and speed brakes in. We
were still staggering, but still flying! Gradually, the airspeed
came up to 140 kts and I engaged the autopilot and settled into
another 140-kt climb.
Frankfurt Departure called and asked for my altitude and I
replied, "This is Corvette, 3,500 climbing." "Say
again your altitude," asked Frankfurt. "3,500 climbing,"
I replied. After a long pause, Frankfurt replied, "Roger,
you can continue to 18,000 if you wish." I acknowledged
Frankfurt Departure and then looked over at Bohannan. He was
sitting there as calm as could be. "Did you notice that
we were rolling over on our back?" He nodded, yes. "Well,
why didn't you say something?" His reply was, "You
were busy writing, sir." I just shook my head and reflected
to myself that those last maneuvers were pretty good, considering
that we were in night IFR weather!
My flight suite was soaking wet with sweat. I recalled that an
Instructor at Ft. Rucker had once told us in a ground school
class that we would never realize going into an unusual attitude
if the movement was less than 3 degrees per second, per second!
At that time, I did not understand what he meant. Now, I did!
Over Fulda at 18,000 ft, I contacted our USAF GCI Controller
for the vectors down the southern leg of the mission. Half way
down the route, many moving target indicators were showing up
on the radar scope. We knew that our previous missions had in
fact detected active vehicular traffic in an area that was previously
thought unoccupied. The SLAR continued to show many moving targets,
which confirmed higher Headquarters suspicions in that area.
As we continued on south, we were in the clouds, all the way.
A sudden loss of airspeed, from 153 kts to 125 kts, indicated
ice. I shined my 8-battery flashlight out through my hatch and
there was a good layer of rime ice on the wings. The de-icer
boots made quick work of it and I was back to the normal 153
kts for that altitude. De-icing fluid kept the props also clear
of ice. I could hear the props slinging some of the ice off every
now and then. After about 45 minutes, we made our normal 180-degree
turn and started back up our previous designated course. The
SLAR was performing perfect, as usual. We picked up the same
targets that we had detected on the way down.
When we reached our termination point at the end of the mission,
the GCI Controller cleared us for a left turn to a heading of
180 degrees and to descend to 4,000 ft, direct to Salmunster
Beacon. Now was the Moment Of Truth! Sp-5 Bohannon got on the
FM radio and tuned in our 503rd Aviation Company Command frequency
and I called Hanau GCA. SFC Houston was there and asked how the
mission had gone, so far? I reminded him that in a few moments
we would be handed off to Frankfurt Approach. I ask him if Lt.
Wulff was in Flight Operations by the phone? He assured me that
he was.
Our "Ace in the hole" was this: Frankfurt would
inform me that Hanau was below minimums! I would then request
that a Special Weather Observation be obtained from Fliegerhorst
Airfield, Hanau. We knew that they were bound by Regulations
to comply with such a request from a Pilot. They would call Fliegerhorst
Flight Operations by landline and Roy Wulff would be there waiting
for the call. He would walk outside and take a look at the weather.
Regardless of what the actual weather was, Roy would tell them
that Hanau had a ceiling of 200 ft. and visibility of 1/4 mile
and then we would be legal for initiating an instrument approach
into Hanau.
In the back of my mind I kept thinking about Murphy's Law! As
we descended down through 5,000 ft., the snow was coming straight
down, which was a good sign. The winds just may be calm at ground
level. About that time, GCI cleared me to contact Frankfurt Approach
and wished us good luck and good night. Boy, had he just known
what we were up to! Frankfurt Approach answered immediately and
advised me that Hanau was below minimums and to expect a clearance
to my alternate airport. Sweat began to run down my face! I requested
that a "Special Weather Observation" be requested from
Fliegerhorst Airfield, Hanau. After a pause, he replied, "Understand
that you want a Special Weather Observation Report be taken at
Hanau?" "Roger, that is correct, sir," I said
,with a voice that was as calm as I could make it.
Frankfurt approach directed me to continue my descent to 4,000
and to "hold" upon arrival at Salmunster Beacon, standard
right hand pattern. At Salmunster, I entered the holding pattern
and waited. The wait for his answer seemed like an eternity!
Finally, the answer came, "Corvette, a Special Weather Observation
from Hanau states that the present weather at Hanau is 200 ft.
overcast, visibility, 1/4 mile, with light snow falling, winds,
calm, altimeter 2986, do you desire to attempt an approach into
Hanau?" "Roger, Frankfurt, I desire a clearance for
a GCA approach into Hanau." I held my breath! After a pause
that seemed too long, came, "Roger, Corvette, you are cleared
for a GCA approach into Hanau, depart Salmunster on a heading
of 240 degrees, descend to 2000ft. and contact Hanau GCA on 326.4,
and good luck, sir." "Roger, Frankfurt, and thank you,
again, sir."
The ACE IN THE HOLE had worked! Now, to get the Hawk down safely.
My primary concern now was: will the landing gear come down normally?
Remember, I had lowered it at a speed above 152 kts while recovering
from the unusual attitude earlier. That meant that I may have
overstressed the landing gear, and it may not come down! I had
faith in the Grumman Iron Works! I would just have to hope that
it would come down.
I contacted Hanau GCA and recognized SFC Houston's voice. I called
on the FM and asked Roy, who was now out in the GCA Shack, what
the REAL WEATHER was like at Fliegerhorst? He said, "Terrible!"
"Like what?" I asked. "Can't see a thing,"
Roy said. "Look out the door of the GCA Shack and tell me
how many runway lights you can see?" "None," Roy
replied. I asked to speak to Sgt. Houston. I said, "Sgt.
Houston, you know the plan. So far, everything has gone perfect,
now the real test is here, are you ready?" He assured me
that he was. "Sgt. Houston, you are going to get only one
shot at it. No missed approaches, no going to an alternate airport.
I'm coming all the way down to the numbers the first time, no
go-arounds, do you understand?" "Roger," he said,
"I'll get you down on the first approach."
We signed off on the FM radio, and went back to UHF. He directed
me to a heading that would intercept the inbound course at a
45-degree angle. As we slowed to approach speed, with 15 degrees
of flaps down, the Hawk was smooth and quiet at 130 kts. Prelanding
checklist completed, windshield wipers were turned on. Landing
lights would not be used, as the reflection off the falling snow
would blind us. We intercepted the inbound course and, on command,
I pulled the landing gear lever down. The Hawk shuddered, as
always, as the gear came down and locked into place. I had "Three
Down" and Pressure Up! The Hawk was OK! She automatically
slowed to 120 kts and a 500 ft per minute rate of descent. All
I could hear from Sgt. Houston was "on course, on glide
path."
It was like the Hawk was riding down a sliding board, towards
the runway. Sp-5 Bohannon was calling off the height above the
ground from the radar altimeter, while alternating to his hatch,
looking down for site of the ground. SFC Houston was calm as
he said, "You are crossing the boundary fence, approaching
the numbers, approximately 75 ft., on course, on glide path."
I sat upright on the ejection seat, preparing to pull the power
levers into reverse, upon touchdown. "You are 20 ft. over
the numbers, begin your round-out, you are at touchdown!"
I pulled back on the stick and the Hawk hit the ground with a
THUD! I never saw the first runway light! Back with the power
levers into full reverse, brakes locked, swirling snow all over
the windshield. The Hawk shuddered violently, like it always
did. The control stick was hard to hold in a neutral position.
As I was trying to hold the Hawk steady, my eyes caught the RMI
slowly turning away from the runway heading and towards the north.
The Hawk was turning to the right and sliding sideways down the
runway!
Nothing to do now but hang on and ride it out! Suddenly, the
engine noise increased to a high whine. I felt the nose pitch
up and heard a loud thump in the rear of the tail section. Then
I realized that I was stopped and in full reverse. The Hawk was
resting on the tailskid! Out of reverse, into ground idle and
the nose came down gently on the nose wheel. We were down safe!
I called GCA and asked them to send a "Follow Me"
truck out to lead us to the hangar. We could not see 25 ft. to
our front. We waited and waited and finally GCA asked where we
were? He said that the truck had gone up the runway to the numbers
and that we were not on the runway anywhere! I turned on the
landing lights and asked if they could see us. After what seemed
like ages, Capt. Sanders, on the FM in the maintenance truck,
yelled, "What are you doing over there?" Then, I heard
this thumping sound, and it startled me at first until I saw
a mechanic's smiling face banging on my plexiglas hatch. I opened
it and he said, "Hell, Captain, you are off the runway.
It's a good thing that the ground is frozen solid or you would
be in two feet of grass and mud!" He then said, "You
just follow me and I'll lead you to the hangar." He backed
his truck up almost under the nose of the Hawk before we could
see him clearly, with all the snow falling.
We followed him to the main ramp and shut down in front of
the hangar doors. They pulled the Hawk inside for the night.
I put an entry into the Hawk's logbook, "Flight NR. 1, possible
overstress of the airframe due to lowering the gear in an unusual
attitude in excess of 152 knots." I thanked everyone involved
with the mission that night, and gave the enlisted men the next
day off. I went to my quarters, which were located there on the
airfield, took a hot shower and went to bed.
I was up at noon, had a good breakfast and went to the company
at 1300 hrs. I was told that Capt. Sanders wanted to see me at
the hangar. Someone else said that the Airfield Commander wanted
to see me in his office. I went to the hangar first and noticed
a group of people moving around the Hawk, which I had flown the
night before. Sandy greeted me with, "Come look at what
you did to my airplane!" He took me around to the right
side of the Hawk and pushed his hand into a large hole, midway
up the fuselage on line with the red propeller danger line.
"Did you run into any ice last night?" he asked.
I told him about the ice that we had encountered and using the
de-icing equipment. We agreed that the Hawk's de-icing equipment
had really performed well. He asked me to make an appropriate
entry into the logbook concerning the hole, which I did. Next,
was to see the Airfield Commander. He informed me that one of
the runway lights on the right side of the runway, about 500
ft. down from the numbers was damaged. I recounted the landing
the night before and then went back to the hangar and made another
entry into the Hawk's logbook, about possible damage to the left
landing gear.
I went into 1st Sergeant Butler's office and asked to see the
Company Commander, Major Victor M. Hernandez. He was a super
commander. He had been a 20-year-old P-51 fighter pilot in WWII.
His last mission was strafing the rail yards at Giessen, just
northeast of Fliegerhorst on December 4, 1944. He took some flack
through his cooling system. He was forced to bail out above the
clouds in drizzling rain and he actually landed inside the fence
of a German POW camp! He finished out the war there! I always
called him "6". He called me "46", due to
the ASTA Platoon being the 4th platoon in the company.
I walked in and told him that I wanted to brief him on my
mission the night before. He never interrupted me throughout
the entire briefing. At the end he just stared out the window
for several moments. "You say that Russ and Dean have used
Shannon and Rome as alternates before?" he asked. I confirmed
it again, to him. He got up and said, "I've got to make
a run over to Division. I'll see you later on today."
As I was about to depart the company at the close of the work
day, 1st Sergeant Butler called and asked if I could come up
to the CO's office. Upon arrival, Major Hernandez said that he
had been to Division and had discussed our, and their, degree
of MISSION ORIENTATION on these SLAR missions. He simply told
me not to use those alternate airports again. He directed me
to cancel flights in the future if the weather dictates that
the mission should be cancelled! He stated that Mission Orientation
was an admirable thing; however, this was still peacetime and
did not justify such risks. We never damaged a Hawk on any of
our SLAR missions in Germany.
PS. That is if you don't count ice strikes!
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