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Posted on 08/22/2003 2:52:36 AM PDT by snippy_about_it
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 are acknowledged, affirmed and commemorated.
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Air Rescue Service  Air Rescue Service (ARS) Shield The blue represents the sky, the golden light--a ray of hope for those in need. The angel symbolizes protection and rescue from danger, while the red robe signifies the valor with which ARS carries out its humanitarian mission. In March 1946, the Air Rescue Service (ARS) was established under the Air Transport Command to provide rescue coverage for the continental United States. By 1949 ARS aircraft covered the world's transport routes and has served the USAF proudly since its inception. Rescue's worth has been proven time and again--996 combat saves in Korea and 2,780 in Southeast Asia. During the Korean War, the increased use of helicopters on rescue missions became a dominant factor in saving lives. By the war's end, ARS crews were credited with the rescue of 9,898 United Nation's personnel; 996 were combat saves. After the Korean War, the USAF Air Rescue Service (ARS) resumed worldwide operations for rescue coverage and ARS Squadrons flew hundreds of humanitarian relief and rescue missions. In 1966, the ARS was redesignated as the ARRS (Aerospace Rescue and Recovery Service) to reflect its additional role of support for the U.S. space flights.  HU-16 Albatross, a rescue workhorse from the late 1940s to the early 1970s. Rocket units, mountable in flight on the fuselage, could be used to improve take-off performance. In 1953, ARS adopted the SC-54D, a modified C-54 which could carry four MA-1 droppable rescue kits. Each kit contained a 40-person inflatable life raft that could be dropped more safely than the rigid boats. Flood victims rescued by a USAF H-21 helicopter crew near Eureka, California (1965). An HH-3C helicopter assigned to provide emergency recovery and transportation service in the Project Apollo launch area located at then-Patrick AFB, Florida (1967). Apollo Command Module mock-up used by the 67th ARRS to train for potential emergency rescue missions. Subsequently used as a squadron "sign" at RAF Woodbridge, UK (c. 1981). B-17E "My Gal Sal"  On Jun. 27, 1942, the pilot of a B-17E named "My Gal Sal" was forced to make a belly-landing on the Greenland icecap while on a flight from the U.S. to England. He made an excellent landing, the only damage to the plane being bent propeller blades. Once the downed plane had been located, Col. Balchen set out for its location in a PBY amphibian and landed on a lake about 25 miles distant. He and a Sgt. Healy then began walking to the B-17 across treacherous crevasses, snow bridges, drifts, and ice-cold rivers and pits of slush. It took them hours to reach the airplane and its 13 crew members. After a night of rest, Balchen and his companion led the 13 survivors slowly and carefully back to the lake where they boarded the Catalina and took off for Bluie West 8. The rescued men had been marooned for 10 days. "My Gal Sal" was forgotten until Oct. 1964 when it was rediscovered from the air. It was still in fairly good condition, although the tail had been broken off by the constant movement of ice.  With USAF cooperation, the Society of Automotive Engineers sent a representative to the isolated site by helicopter in 1965 to gather samples of hydraulic fluid, rubber, canvas, and plexiglass materials, and navigational, hydraulic, and aircrew equipment items. These items were desired for laboratory evaluation as to the long-term effects on them by the cold, wet environment of the Arctic. Many significant facts were learned from the evaluation, facts which could be applied to such current military programs as the Titan and Minuteman ballistic missiles being maintained in an operational-readiness status in underground silos. Tail Section of My Gal Sal as it appeared in 1965. When My Gal Sal was rediscovered in 1964, the plane was relatively undamaged. By the time the recovery team reached the site a year later, the plane appeared as in this photo--A strong winter wind had blown the forward part onto its back, severely damaging it.  Four items recovered from "My Gal Sal" Top left - Sextant from "My Gal Sal" which was severely corroded. This corrosion was not due to prolonged exposure of the instrument to the Arctic weather; rather it was caused by the chemical action from the badly decomposed batteries which were in the box with the sextant. Top center - Bombsight stabilizer unit from the nose of "My Gal Sal." One half inch layer of powdered rust was found inside the unit, indicating that one side of it had been in constant contact was snow or ice. Top right - Octant from "My Gal Sal" which when examined was found to have fungus growths on it. Cultures were taken and numerous types of fungi were identified. Surprisingly, they were the same types found on equipment returned to the U.S. from tropical areas following WWII. Bottom - Mess kit from "My Gal Sal." The carbon deposits on the bottom indicate it had been used by the crew for heating food over an open frame sometime during the 10-day period they were marooned. The Aerospace Rescue and Recovery Service peacetime force was not equipped to meet the demands of war in Southeast Asia in the early 1960s. As rescue capability increased during that war, ARRS crews saved 4,120 people--2,780 people in combat situations. A-7 jets replaced A-1s for rescue escort in November, 1972. An A-7D was flown by Maj. Colin A. Clarke on a successful 9-hour rescue mission for which he received the Air Force Cross as Sandy 01, on-scene commander. About 75 aircraft participated in that search and rescue operation. Clarke's A-7D is displayed in the Museum's Modern Flight Hangar.  Firefighters at Phan Rang AB, South Vietnam, battle a simulated aircraft fire using an HH-43's airborne fire suppression kit plus downdraft from the rotors to open a path for "rescuers" (1970). Designed for base fire and crash rescue, the slow, unarmed "Huskie" was adapted for rescue early in the Vietnam War with the new nickname "Pedro." Its combat radius of only 75 miles was increased with added fuel drums strapped in the cabin and, before the availability of improved rescue helicopters, HH-43s sometimes flew deep into North Vietnam. HH-43s accounted for more lives saved than any other rescue helicopter in the Vietnam War.  The low and slow-flying FAC (forward air controller or "Nail") was a frequent rescue force component who served as on-scene commander until Sandy's arrival, helping locate the downed crewman, marking his location with smoke for the Sandys and pickup helicopter, and directing aircraft ground attacks.  In 1970, OV-10 "Broncos," such as this one at Ubon Air Base, Thailand, began working with search and rescue forces, replacing slower unarmed O-1s and O-2s as FAC aircraft. OV-10s equipped with PAVE NAIL night observation equipment could locate survivors at night or in bad weather and helped development of rescue operations relying more on advanced technology than merely courage, firepower, and tactics. Lt. Col. Albert Vollmer flew 100 F-105 combat missions in Southeast Asia. He has the dubious distinction of having been shot down and rescued twice.  On January 13, 1965, while attacking a bridge in Laos, he ejected after his aircraft was hit by anti-aircraft fire. The following day, he made radio contact with a civilian Air America (CIA) C-123 which directed an Air America H-34 helicopter to him for the pickup. The H-34 was on a supply mission when it received the emergency call. The H-34 pilot landed in an open field, made all personnel but the winch operator exit the aircraft, then proceeded to make the rescue.  On August 17, 1967, Vollmer's F-105 was damaged by anti-aircraft fire over North Vietnam. He nursed his failing aircraft to the China Sea and ejected, sustaining severe leg injuries. His wingman and two A-1's provided cover during his descent and within 15 minutes, two Jolly Green Giant helicopters (Sikorsky H-3's) arrived to make the rescue. Vollmer spent the next two years in and out of hospitals, recovering from his injuries, but 26 months after the rescue returned to flying status. The 37th ARRS crew which rescued Col. Vollmer from the China Sea visited him at the hospital in Da Nang. The crew signed the "business card" (copy described below) which they presented to him on August 18, 1967 and for years he carried it for good luck. (Donated by Lt. Col. Albert C. Vollmer, USAF (Ret). Gahanna, Ohio) The business card presented to Lt. Col. Vollmer reads: CONFUSED? FOLLOW THESE STEPS: Stay with chute/aircraft. Conserve flares and radio. Advise others of your position and condition. Stay calm--others have been rescued under worse conditions than yours. The bearer of this card, upon being suitably rescued, agrees to provide free cheer at the nearest bar for those making said rescue possible. 37th ARRS, APO 96337 TEMPORARILY SUSENDED? NEED A PICK-ME-UP? Contact: [signed] CROWN [signed] SANDY [signed] JOLLY GREEN [signed] PEDRO On November 20-21, 1970, a joint force composed of USAF Special Operations and rescue personnel and U.S. Army Special Forces, supported by U.S. Navy Carrier Task Force 77, made a daring raid on the Son Tay prison camp located less than 30 miles from Hanoi, North Vietnam. The objective was to rescue as many as 100 U.S. captives thought to be held there.  The assault troops, in six ARRS helicopters accompanied by two C-130 aircraft, flew 400 miles to Son Tay from bases in Thailand. U.S. Navy pilots made a diversionary raid while 116 USAF and Navy aircraft from seven air bases and three aircraft carriers flew refueling, surface-to-air missile suppression, fighter cover, close air support, early warning, communications support and reconnaissance missions. Although no prisoners were found in camp, the raid was a brillant success in transporting, landing and recovering an assault force of 92 USAF and 56 Army personnel without the loss of a single man. Although no prisoners were rescued, the raid focused world attention on the plight of the prisoners of war (POWs), raised their morale and resulted in improved living conditions for all U.S. prisoners of the North Vietnamese. The men of the Joint Task Force earned the admiration of their countymen for risking their lives in an attempt to bring freedom to others. In 1983, the ARRS merged with USAF Special Operations and formed the 23rd Air Force. In 1989, the Air Rescue Service (ARS) was reactivated to include the responsibilities for combat rescue and support of NASA space missions and the Strategic Air Command missile sites, as well as atmospheric sampling for nuclear residue. MH-60G Pave Hawk helicopter, developed in the late 1980's for special operations missions and combat rescue. It can be tranported by C-5 or C-141 aircraft, refueled in flight, operated at night in bad weather and is equipped with a hoist which can lift a litter patient, or three people at one time, while hovering 250 feet above the ground.  U.S. Air Force photograph b y MSgt. Rose Reynolds U.S. Air Force MH60-J Pavehawk's onload pararescuemen. MH-60G Pave Hawk helicopters hover in formation as Pararescue Specialists ascend a rope ladder. The MH-60G's primary wartime missions are infiltration, exfiltration and resupply of special operations forces in day, night or marginal weather conditions. Other missions include combat search and rescue. 6:05 a.m. 160 miles inside Iraq, 30 miles from Baghdad: Lts. Devon Jones and Larry Slade bail out of their U.S. Navy F-14 Tomcat when it is struck by an Iraqi missile. 8:00 a.m. Arar Airfield, Saudi Arabia: USAF 20th Special Operations Squadron Capt. Tom Trask (pilot), Maj. Mike Homan (co-pilot) and crew take off in dense fog in an MH-53J Pave Low helicopter enroute to the crash site. 8:15 a.m. Iraqi border: Capt. Trask and Maj. Homan drop their helicopter to a flight altitude of 15 feet to avoid enemy radar and proceed to the crash site. 8:50 a.m. Crash site vicinity, Iraq: An enemy fighter appears, then retreats when two USAF F-15 Eagles pick the fighter up on their radar. Capt. Trask, Maj. Homan and crew join the search and rescue team and begin their search for Lts. Jones and Slade. 10:30 a.m. Unknown to the team, Lt. Slade is captured. (He is not released until March 4th, 1991) Arar Airfield, Saudi Arabia: The MH-53J crew are unable to locate the downed F-14 crew and return to refuel; they fly back to the crash site and resume their search. 1:55 p.m. Crash site vicinity, Iraq: The helicopter crew make radio contact with Lt. Jones; one of the door gunners spots an enemy truck heading toward Jones. Two USAF A-10A Thunderbolt IIs, components of the search and rescue team, remain despite critically low fuel and destroy the vehicle. 2:15 p.m. Capt. Trask lands the MH-53J less than 150 yards from the smoldering truck, and a crewman, Sgt. Ben Pennington, helps an exhausted but grateful Lt. Jones into the helicopter. 3:15 p.m. Iraqi border: Capt Trask, Maj. Homan, the crew and Lt. Jones return safely to Saudi Arabia. (This mission was the first rescue of a downed airman in Iraq during Operation Desert Storm.)      |
Hats off to the United States Air Force Air Rescue Service
It is prohibited by law to rescue, retrieve, redeem, or recover Atheists, ACLU lawyers, CNN correspondents, human shields, or other human refuse.
I am immediately reminded of my favorite Lewis Grizzard story (God Bless Lewis Grizzard) being the one about the preacher and the flood. . . .
The Preacher was sitting on his front porch and the water was rising when two men in a rowboat came along and said, “Preacher, you had better come with us.” He replied, “Don’t worry about me boys, the Lord will take care of me.”
About two hours later the Preacher was up on his roof when another boat came by and the men in it called out, “Preacher, you had better come with us while you can!” Once again he answered, “Don’t worry about me, the Lord will take care of me.”
The water continued to rise and finally he was standing on his chimney with the water lapping at his shoes when a helicopter flew over and a voice came from its loudspeaker. “Preacher, grab the rope. We’ll save you!” And again he replied, “That’s alright boys, the Lord will take care of me.”
A short time later he met with St. Peter at the Pearly Gates. St. Peter asked, “Preacher, what are you doing here, it’s not your time yet?” The preacher replied, “I don’t understand it. I thought the Lord would take care of me.”
St. Peter looked at the Preacher and said, “Hey, we sent you two rowboats and a helicopter. What more did you want?”
The road map for peace should be crumpled up and stuffed in the glove box.
IDF tanks, bulldozers and helicopter gunships should descend on Arafat's Ramala Inn without reservations in advance.
Arafat should be secured by one of his bony ankles to a cable and trailed out over a body of water and released without EPA permit.
Abbas should be given the full Mussolini at the nearest corner lightpost.
The new Palestinian state should be established in Jordan and the tens of thousands of terrorist Palestinians moved there en masse while loudspeakers blare the theme from "Rawhide".
Enjoy your new state; exfiltration means death.
Peace in our time.
Oh, and here's your mascot and pom pom girl:
Bat 21, 1988 Gene Hackman as real-life Lt. Col. Iceal Hambleton tries to stay alive behind enemy lines while Danny Glover - Birddog, forward air controller Capt. Bartholomew Clark - orbits the battlezone in his Cessna 0-2A Skymaster, keeping Hackman's spirits up until rescuers can extract him.
A modest proposal: Drop Danny Glover off in a similar garden spot, and leave him until he swears to stop supporting Fidel Castro and bashing President Bush.
Never happen. Okay, hasta la vista, Danny Boy.
Regulations: Not allowed to rescue human refuse. Rule of law, that sort of thing. Ciao.
It is prohibited by law to rescue, retrieve, redeem, or recover Atheists, ACLU lawyers, CNN correspondents, human shields, or other human refuse.
I would add Hollyweird Activists and Democratic members of Congress to the list.
That joke always gets a great big smile out of me.
IMHO Arafat should have been taken out a loooooooooooong time ago.
I am immediately reminded of my favorite Lewis Grizzard story (God Bless Lewis Grizzard) being the one about the preacher and the flood. . . .
This is the best story. I have read it several times and never tire of it.
What is so remarkable about the PJs (pararescuemen) is that there were, and I am sure are, more than a few who are the equal of Airman Pitsenbarger in every way. Better men have never walked.
To be tossed into the next drive-thru trash can on the road to Getaclue.
Thanks Phil, perfection as always. ;)
Pararescue was THE most competitive enlisted specialty in the USAF and the most highly compensated - jump pay, flight pay, hazardous duty pay and fast promotions. The pilots' mission was to get the PJ's on scene.
Big salute to the guys in maroon berets.
Developed from the pre-war "C-Class" Empire flying boats developed for and used commercially by Imperial Airways, the Shorts Sunderland entered service with the RAF in 1938. The robust design was progressively improved and increasingly heavily armed. Readily able to attack and defend itself on long range patrol missions, it earned the nickname the "Flying Porcupine" from its enemies because of these characteristics. Sunderlands in Coastal Command participated in the destruction of 31 U-boats. Although no Sunderlands were officially on strength with the RCAF, in fact two RCAF squadrons, Nos. 422 and 423, were equipped with Sunderland Mk III aircraft. These Canadian-flown aircraft participated in the sinking of five U-boats and heavily damaged at least two others. In addition, another submarine was sunk after a Sunderland of No 423 Sqn homed two RCN destroyers onto the enemy vessel.
Agreed. I also believe there are many more who served who would have given valiently if the opportunity had presented itself.
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