H-43 THULE

Kaman HH-43 Huskie  -  based at Thule AB, Greenland    1962  -  1970

_{HH-43B 62-4509  Greenland  1965 ,  NARA/USAF photo K30184}

_{HH-43B  Greenland ca.1965-66, collection Herzig}

_{HH-43B  61-2921   Greenland  Aug 1965 , collection Terry Panopalis}

                           Preface

    _{HH-43B  Greenland    July 1967     , photo by Capt. John Flournoy} 

_{HH-43B    Greenland     Aug 1967    photo by John Flournoy} 

_{HH-43B 61-2922  Det.18, EARRC     Aug 1967   photo by John Flournoy} 

 _{HH-43B  61-2922    Greenland     Aug 1967   photo by John Flournoy} 

_{HH-43B 61-2921  after engine failure and autorotation into the snow 19 Sep 1967 - photo coll. John Flournoy}

_{HH-43B 62-4509 and 61-2921 as sling load , 03Oct67 - coll. Flournoy}

_{Source : www.researchgate.net}

_{Qaanaaq in this map  =  Kanak , as mentioned in the following articles}

_{X  the Misumassaq Glacier, location of the 19Sep67 accident with HH-43B 61-2921 (see chapter 08.02)}

_{Dundas Mountain  and  a part of  Thule Air Base, Greenland  June 1967     photo by John Flournoy} 

Kaman HH-43B Huskie  -  based at Thule AB, Greenland    1961-1970    

 01.     Organization

 The Detachment was organized at Thule AB  on 1 October 1961 and on request of ADC, the Detachment would be equipped with the HH-43 by March of 1962. The first two were delivered on 30 June 1962, direct from factory at Bloomfield, CT.

Det.1 of the 54^th ARS became the first overseas unit to receive the HH-43B aircraft.

02.    Known Missions 

03.01       1962

Source: Kaman RotorTips, issue  Oct 1962, page 9                         "Thule Huskie‘s in Action"

THULE AIR BASE, Greenland - Det. 1, 54th ARS has al­ready put the Huskie‘s to good use. Soon after the first helicopter was assembled, its crew joined in an hour and forty minute search for a missing Coast Guardsman later located by ground personnel. During this time the crew of the HH-43B, Capt. E. L. Neville, pilot; Capt. W. J. Murphy, co-pilot; Sgts. F. A. Grooms and R. H. Cain, rescue survival technicians; A2C  R. S. Puro, medical technician and A2C  W. H. Crosby, crew chief, had ample time to study the aircraft ‘s reaction to "heavy weather" - winds were gusting up to 50 knots during the entire search. 

03.02       1962

Source: Kaman RotorTips, issue  Dec 1962,  page 18                     "Huskie Happenings"

.... Det. 1, 54th ARS, Thule AFB, Greenland; dispatches HH-43B after receiving word that 24-foot boat owned by Danish Government washed ashore and damaged at spot 85 miles from base. Trip made in marginal weather over ice cap, fjord and rugged mountains. Helicopter lands on beach close to grounded vessel and eight persons flown to safety. HUSKIE crew consists of Capt. W. J. Murphy, pilot; Capt. R. L. Foster, copilot; and A2c E. G. Gotcher, crew chief.

03.03       1962 

Source: Kaman RotorTips, issue  Dec 1962,  page 18                     "Huskie Happenings"

... HH-43B from Det. 1, 54th ARS, Thule AFB, Greenland; flys seriously ill Eskimo woman from Kanak to hospital at Thule. Capt. R. C. Pfadenhaur and Capt. R. L. Foster pilots on mission.

03.04       14 December 1962

Source: USAF Accident/ Incident Report, HQ AFSC/JAR, Kirtland AFB, NM  

History of Flight

(1)  At 1138 AST, 14 December 1962, Detachment 1, 54ARS was notified by crash phone that an F-102 was missing on the Icecap, 25 nautical miles from Thule on a magnetic bearing of 195° . At approximately 1150 HH-43B helicopter 61-2922 scrambled from Thule AB on a Local Flight Clearance with 3+00 hours fuel on board. The weather at Thule was: Estimated 4400 overcast, visibility 10 miles, temperature 8, dew point 2, wind east at 5 knots, altimeter setting 29.23 inches.

(2)  Captain Murphy (Rescue Crew Commander), in the right seat, completed the takeoff and headed the HH-43B toward the Icecap on the reported vector. He then turned the control of the helicopter over to Captain Pfadenhauer (co-pilot), in the left seat, while he made an adjustment. Captain Pfadenhauer continued to fly and took a measurement of the base of the clouds enroute as requested by the GCI site, “Iceman”. The bases of the clouds were at 3500 feet MSL.

(3)  Maintaining contact with Iceman and escort aircraft (HC-47) on the GCI frequency, the helicopter proceeded to Tuto East, an Army Research and Development Site. Captain Pfadenhauer then established a hover at Tuto East and requested a vector from Iceman. The helicopter received a vector of 170° magnetic from Tuto East at 13 miles. Captain Pfadenhauer took off, maintaining 50 to 100 feet of altitude above terrain. Twenty minutes had transpired since the tookoff at Thule. Visual contact with the ground was maintained by using the shadows of the helicopter lights in the ripples of snow. The weather at the time was moderate to heavy snow, but visibility was restricted mainly by darkness.

(4)  After five minutes flight from Tuto East, Captain Murphy took control of the HH-43B and continued on the heading of 170° . The HC-47 above the helicopter was maintaining visual contact with the helicopter and relaying radio calls between Iceman and the helicopter. Five minutes later the snowstorm got heavier and Captain Murphy noticed that they were flying along the side of a hill at about 3000 feet altitude. He descended to a few feet above the ground and flew along the side of the hill, descending all the while to maintain visual contact with the ground. The slope came from the left above and descended to the right. His airspeed never went above 40 knots.

(5)  Captain Murphy contined to fly the aircraft. He was maintaining visual contact with the ground by using the shadows of the lights on the snow ripples. The blowing snow on the ground indicated that the helicopter was flying directly into the wind. Captain Murphy also was monitoring the airspeed and attitude indicator (to be sure that he was in a straight and level attitude). The airspeed was 20 to 30 knots. He continued to descend along the slope which shallowed out after he passed below 2000 feet MSL.

(6)  The snowstorm increased in intensity to a point where the landing light would not penetrate to the ground. Captain Murphy retracted the light slightly and regained visual contact with the ground. At this time the HC-47 flying cover lost sight of the helicopter flying below. Captain Murphy then noticed that the helicopter was traversing what seemed to be a perfectly smooth area with no ground ripples. He slowed the HH-43B down. The co-pilot gave him hand signals indicating that his altitude, attitude and forward speed were okay. Captain Murphy momentarily lost sight of the ground and then saw it again. He was approximately 20 feet in the air with low airspeed of 20-30 knots. He then increased the airspeed and continued to fly to the Icecap, maintaining good visual contact.

(7)  About five minutes later, the helicopter again flew into what seemed to be an area of perfectly smooth terrain with no shadows for ground reference. The area immediately ahead seemed to be sloping upward. Captain Murphy decided to land, reorient himself as to just exactly where he was, and wait better visibility conditions. He announced that they were going to land.

(8)  Captain Pfadenhauer had been looking outside at the ground, and, at the announcement of the landing, transferred his vision to the instruments inside. They indicated a slightly nose high attitude and near-zero airspeed - normal for a landing.

(9)  The aircraft touched down and rolled over on its right side. The time was apporximately 1240 AST.

(10)  The two pilots evacuated through a hole in the right windshield and the three crew members in the cabin exited through the clamshell doors. Survival measures were taken and the crew of five were rescued the next morning at 0800 and returned by ground vehicle to Thule at 2300. 

NOTE:  Aircraft 61-2922 was out of service for a long time, from accident date 14Dec62 up to 25 February 1964.

04.01       1963

Source: Kaman RotorTips, issue Dec 1963 - Jan 1964,  page 12,13             "Report from the 54^th ARSq"   Thule Air Base (Det 1)

HH-43B MISSIONS IN THE FAR NORTH

Commander Erik W. O. Clausen, Danish Liaison Officer for Thule AB, Greenland, requested through the base commander that a critically ill Eskimo girl at Savigsivik, 65 miles southwest of Thule, be air evacuated to Thule. Due to a wind warning and alert commitment take-off was delayed until 2035. Flying the mission were Capt Grant D. Kerber, pilot; Capt Joseph T. Herr, co­pilot; AlC Charles G. Moinichen, crew chief; Command­er Clausen, and Dr. Johannes Stander, local Danish Doctor.

Although the winds were not forecast to be too strong, the first leg to Camp Tuto, 10 miles southwest of Thule, required 15 minutes. The cloud cover over the icecap was completely overcast and right on the surface, neces­sitating climbing above it. The tops of the undercast required flying at altitudes up to 8000 feet. Once on top, vectors were obtained from P-Mountain, the local GCI site.

After flying for approximately one hour, several small holes were found in the undercast with a glacier visible below. Two attempts to descend through these holes had to be discontinued because of mountains along the descent path and the holes closing up. After circl­ing for 10 minutes a slightly larger hole was found over the edge of the fiord and the glacier. Descent was ac­complished through this hole without difficulty. The base of the overcast was from 1000 to 2000 feet, ragged with drizzle and rain showers. Captain Herr determined our position to be approximately 25 miles from Savigsivik. Flight was continued along the edge of the cliffs, moun­tains and open water as the clouds still covered the ice­cap and mountain tops. Approximately 10 miles from Savigsivik all factors were considered and it was de­termined we would have fuel enough to land and return to Thule. Landing at Savigsivik was accomplished with­out incident, although moderate turbulence was encoun­tered during the approach. Approximately 30 minutes were spent on the ground while the patient was prepared for the flight back and the doctor obtained her medical history. Climb out was accomplished on instruments through a 3000-foot-thick overcast. Once on top, P­-Mountain again gave vectors back to Thule. We had to climb to 7000 feet to top the clouds. Because of the stronger-than-anticipated tailwind , the return flight re­quired only 45 minutes as compared to approximately an hour and 45 minutes for the flight to Savigsivik.

Doctor Stander stated the girl was critically ill and probably would have died in the near future if she hadn't received medical attention. At the present time the cause of her illness is undetermined. A base flight C-47 flew as escort for the mission. 

_{HUSKIE  meets    Huskies        -    Kaman RotorTips, issue Dec 1963 - Jan 1964,  page 13}

_{Kaman RotorTips, issue Dec 1963 - Jan 1964,  page 13}

05.01          1964

Source: Kaman RotorTips, issue Aug-Sep 1964 and Oct-Nov 1964, page 6                            “1000-Hour Pilot Awards”

HH-43B pilots in widely separated areas qualified recently for desk sets awarded by Kaman Aircraft to those logging 1000 hours in helicopters produced by the company.

In right photo, LtCol E. L. Read, commander of the 54th Air Rescue Squadron, presents award to Capt. J. H. Black, Jr., of Det 1, Thule AB, Greenland.

05.02          1964

Source: Kaman RotorTips,  Dec 1964-Jan 1965, page 14                                  "HH-43B Missions In The Far North"

A night mercy mission was also flown by Det 1, 54th ARSq, at Thule AB, Greenland, when a seriously ill civilian was evacuated from the Danish hospital at Kanak to the USAF hospital at Thule. Two HH­43B's from the detachment took off at 8 p. m. for Kanak and made the round trip in two-and-a-half hours.

The rescue helicopter was piloted by Capt James H. Black, Jr., and 1stLt Clarence C. Campbell was copilot. Also aboard were Maj Bealer T. Rogers, Jr., director of base medical services, and AlC Boyd L. Buchholz, helicopter me­chanic. The trip from Kanak to Thule by boat requires approxi­mately 12 hours. 

06.01          1965 

Source: Kaman RotorTips, issue Jun-July 1965, page 16                               "DET ONE Receives Outstanding Unit Award"

ARS Det 1, 54th Air Rescue Sqdn(MATS) at Thule AB, Green­land, has been awarded the Air Force Outstanding Unit Award for exceptionally meritorious service from June 1, 1963 to May 31, 1964. The award was presented to Capt James H. Black, Jr., detachment commander, by LtCol William Carlyon, 54th ARSq operations officer, Goose AB, Labrador.

The detachment was cited for the "outstanding initiative, re­sourcefulness and leadership dis­played by personnel”, and for a­chieving a zero aircraft and ground accident-incident rate while suc­cessfully completing many rescue and supply support missions "de­spite extremely adverse weather, lack of navigational aids and per­sonal hardships."

In summation, the citation said, "the singularly distinctive accomplishment of all members of the detachment re­flects great credit upon them­selves and the United States Air Force. "

During the period covered, de­tachment personnel flew 314 mis­sions in their HH-43B's, many of them over long stretches of Arctic ice, open water or the desolate Greenland ice cap. Kaman Scrolls of Honor were awarded the crew of  DET one for saving the life of a critically-ill child during an extremely hazardous mission.

In a letter nominating the de­tachment for the award, LtCol Ernest L. Reid, commander of the 54th ARSq, credited detach­ment men with a "high level of maintenance proficiency" and said: "I have been consistently im­pressed by the high level of morale and espirit de corps. In spite of the isolated location of the base and the bleak surroundings, de­tachment personnel expended that

‘little something extra’ to com­plete their mission."

Representing the unit at the a­ward presentation were Captain Black; Capt William F. Clark; Capt Franklin L. Wilton;  Capt Robert L. Gardner;  Capt Arthur W. McCants, Jr., Capt Clarence C. Campbell; SMSgt Ash­by L. Rice, Jr., TSgt Knight C. Younkin; TSgt Grady L. Dunn; SSgt Boyd L. Buchholz; SSgt John P. Shir­key; SSgt Francis L. Lown; SSgt Wayne E. Dondero; and AlC Billy F. Brock;  A1C Roy F. Taulbee and A1C Thomas D. McKiddie.

_{Kaman RotorTips, issue Jun-July 1965, page 16} 

06.02          1965 

Source: Kaman RotorTips, issue Aug-Sep 1965, page 14                              "Far North Missions"

Due to the efforts of HUSKIE crew­men from the 54th ARSq's Det 1 at Thule AB, Greenland, a seriously ill Eskimo woman was evacuated to the hospital. Dog sled was the only other means available to make the 32-mile trip. Capt Arthur W. Mc­Cants, RCC, and Capt Clarence C. Campbell, copilot, first flew to the Danish-Greenland village of Kanak, 60 nautical miles north of Thule, to pick up a Danish physician and then to Siorupluk 82 miles northwest of Thule to pick up the woman and de­liver her to Kanak. Also aboard the HH-43B were Maj Bealer T. Rogers, flight surgeon and director of base medical services; SSgt Lyle G. Noah, medical technician; and AlC Thomas D. McKiddie, crew chief.

_{Kaman RotorTips, issue Aug-Sep 1965, page 14} 

06.03          1965 

Source: Kaman RotorTips, issue Oct-Nov 1965, page 13

"1000-Hour Pilot Awards"  - Capt Arthur W. McCants logs his 1000th hour in the HUSKIE as Capt Robert H. Busch, commander of Det 1, 54th ARSq, Thule AB, Greenland, watches.

06.04          25 July 1965    :      Det.1, 54 ARS  became  Det.18, EARC

06.05          1965 

Source: Kaman RotorTips, issue Dec 1965 - Jan 1966, page 12,13                       "Top of the World"  

Mission To Kekertat

 History of Flight

This account concerns a mission flown by HH-43B crews from ARS Det.18, EARC, Thule AB, Greenland and is rep­resentative of the hazards which often face this and other Air Rescue units serv­ing near the "Top of the World". All of the participants mentioned in the article, which was written by Capt David A. Cochenour, have been awarded Kaman Scrolls of Honor. 

A seal dives for his hole in the ice and a disgruntled Greenlander aban­dons his stalk. Suddenly, out of a snow shower and flying only 10 feet above the ice, two HH-43B heli­copters appeared. The hunter gazes curiously at the strange looking aircraft and then begins to walk back toward his sled. His disappointment at losing a seal will be overcome when he hears of the results of Det.18’s rescue mission.

Thule AB Command Post notified Det.18 at 1805 that an emergency call from Kanak, 58 miles north, had been received stating that a dog sled had just arrived from Kekertat, a small village 35 miles East of Kanak. An Eskimo woman there was bleeding internally and had lost a dangerous amount of blood. The trip by dog sled down Inglefield Bay had already consumed twelve hours and Dr. Ole Skov, the resident physician at Kanak, considered the patient's con­dition to be quite serious. Det.18 launched two "copters" at 1830L. 

Since the prevailing weather con­ditions prevented any possibility of taking the direct over-the-icecap route to Kanak, the two helicopters were forced to fly at extremely low altitudes over the sea ice and as close to the edge of the cliffs as possible to preclude flying into a white-out condition, the greatest hazard to Arctic flying. Flying as low as 10 feet and often equally as close to the rock cliffs, the normal 45-minute trip was increased to one hour and 15 minutes. The aircraft often lost sight of each other at distances less than one-quarter of a mile. Air speeds varied from 90 knots to 20 knots as the visibility alternately raised and lowered.

At 1945 both helicopters landed at Kanak to refuel and pick up Doctor Skov. The refueling operation was conducted by Sergeant Murray and Airman McKiddie by hand pump from fuel cached for just such a mission. They were assisted by some 20 chil­dren and a few sledge dogs. Due to the extremely poor weather con­ditions it was decided to take an Eskimo guide with us. Our guide was Kutikitsok Odak and he was to receive his first ride in an USAF helicopter.

Refueling completed, both heli­copters took off into the lowering fog for Kekertat. Departing Kanak, the weather again closed in to less than one-eighth of a mile in fog. In order to maintain visual reference, both helicopters flew as close as possible to the sheer cliffs of the bay. The sea ice close to shore was rotten and weak and it was doubtful whether it would have sup­ported the weight of the aircraft had they been forced to land. Due to the seriousness of the patient's con­dition, Captain Busch elected "to press on". After awhile, visibility had increased slightly and it was possible to take a more direct route across the ice. Occasionally the guide would tap Lieutenant Coch­enour on the shoulder and point in the direction he wanted to fly. Al­though he had no compass and no map, his route was in close agree­ment with the flight-planned route. Twenty-five minutes after leaving Kanak, the Harward Islands were spotted and the guide proved to be of great service in locating the tiny village of Kekertat. Captain Busch made a cautious approach to the village and looked for a safe place to land as Captain Long continued to circle overhead. A fairly level spot was found and the first heli­copter landed. Airman McKiddie quickly jumped from the aircraft to hold back the crowd that had gather­ed at the first sound of the rotor­blades, and Lieutenant Cochenour assisted Captain Long in finding a suitable landing spot. The village leader led Doctor Skov to the house of the ill woman where he quickly examined her. Captain Busch, Cap­tain Hills and Airman McKiddie, as well as several of the town people, placed her on the stretcher and car­ried to Captain Busch's aircraft.

The return flight to Kanak was ac­complished in the same manner as the previous flights, with 30 minutes flying time. Upon arrival the pa­tient was quickly taken to the hos­pital. After completing the rescue por­tion of the mission the crews relaxed over some delicious Danish coffee and discussed the mission. A light snow was falling as Air­man McKiddie and Sergeant Murray finished refueling and both Det.18 helicopters soon departed for Thule. The return trip was uneventful and both aircraft were on the ground by 0100 - rescue successfully accom­plished.

06.06          1965 

Source: Kaman RotorTips, issue Dec 1965 - Jan 1966, page 12,13                            Arctic "Route 66"

The following is a condensed version of an article which appeared in “the Thule Times”.                     Story and photos by SSgt Philip Schick. 

_{Kaman RotorTips, issue Dec 1965 - Jan 1966, page 13} 

Sixty-six miles south-south-east of Thule on Meteorite Island, lies Savigsivik, one of the most remote villages in the world. It is inhabited by from 50 to 80 people, depending on the time of year.

There are three ways to get to Savigsivik from Thule. You can go by dog sled, most common method used; by boat during the short period that the waters of North Star and Melville Bays are open; or, by heli­copter, the way we went.

Two helicopters from Det.18 made the flight. Purpose of the trip was to deliver and store there, aviation fuel used by helicopters on return trips from Savigsivik when high headwinds make necessary the use of additional fuel. A second purpose was the in­spection of suitable landing sites since the ice is no longer strong enough for the HH-43B's to land on.

The flight down took about an hour. It was an hour spent viewing the seemingly numberless "snow scapes" nature has painted in this frozen land. Occasionally there was nothing but an endless blanket of white from horizon to horizon. Then, the scene would change dramatically with large outcroppings of some­times slightly reddish, sometimes pitch black cliffs and mountains of rock, partially covered with snow or sheets of glistening ice.

Along the coast, I could see ice­bergs imprisoned in the frozen bay. Along the shores there were huge cliffs of ice where pieces had "calved", or fallen into the fjords.

The helicopter I was in arrived first. Our pilot, Capt Henry Q. Long searched the village for a flat place to land on and finally selected a small spot near the center of the village. Like a driver backing his truck by leaning out of the cab, Cap­tain Long eased the bird slowly to the ground and released the cargo of fuel from underneath.

After our cargo was released, he quickly moved away to make room for the second fuel-carrying bird to deposit its cargo. Both helicopter pilots then found a safe spot to land near the beach and the birds were set to "roost" for awhile. The heli­copter crews began to work clear­ing rocks and other debris from two spots intended for landing areas for future trips. Meanwhile I roamed around the village taking pictures of whatever caught my fancy.

Pictures completed, fuel unloaded and stored and two clean landing sites constructed, we bid everyone goodby and climbed aboard the two helicopters. Sitting in the helicop­ters waiting for the turbine engine to be started, I could hear what seemed like a million birds scream­ing in the fog-covered mountain. Soon that sound was dimmed by the screaming of the turbine and in seconds we were airborne and fly­ing north toward Thule. 

 06.07          1965

 Source: Kaman RotorTips, issue Dec 1965 - Jan 1966, page18                                 "Huskie Happenings"

... Despite low clouds and minimum visibility, HH-43B crew from Det.18, EARC, Thule AB, Greenland, evacu­ates sick Eskimo child to hospital from isolated village. Ordinary travel by dog sled impossible. HUSKIE crew consists of Capt Henry Q. Long, pilot; Capt Robert L. Gardner, copilot; SSgt Wayne E. Dondero, helicopter mechanic; and PO/2 Erik H. Lange, Danish Interpreter. 

06.08          1965 

Source: Kaman RotorTips, issue Dec 1965 - Jan 1966, page 18                               "Huskie Happenings"

... Two HH-43B crews from Det 18, EARC, Thule AB, Greenland, transport survey party 66 air miles south of base to estimate problems in recovering 15-ton meteorite found in 1963. 

06.09          1965 

Source: Kaman RotorTips, issue Dec 1965 - Jan 1966, page 19

HEARTFELT THANKS - Mrs. Dorothea Suarsak shakes hands with Capt Clarence C. Camp­bell, pilot of the HH-43B which flew her to Thule AB hospital from the remote village of Savigsivik, Greenland, after she was bitten by a dog thought to be rabid. The 130-mile flight was made over the barren Greenland ice-cap in darkness and sub­zero temperatures. Others who manned the Det.18 HUSKIE on the haz­ardous flight were Capt William Clark, co­pilot; AlC Thomas McKiddie, crew chief; Capt Robert Ruggeri, MC, flight surgeon; and Mr. Orla Sandborg, Danish government official who acted as interpreter. Later Mrs. Suarsak was taken to Copenhagen for further treatment. (USAF photo)

                                                       _{Kaman RotorTips, issue Dec 1965 - Jan 1966, page 19}

07.01       1966 

Source: Kaman RotorTips, issue  Feb-March 1966, page 18                          "Huskie Happenings"

... Det 18, EARRC (MAC), Thule AB, Greenland, starts off 1966 with New Year's Day mercy mission flown after darkness to village 75 miles from base. HUSKIE lands on sea ice at foot of 30-degree slope and crew makes way to home of seriously-ill woman 150 yards away.

Capt Thomas L. Kelly, Jr. (MC), flight surgeon, determines she is suffering from appendicitis. Hunting sled used to transport patient to chopper and she is flown back to base for suc­cessful operation. Capt Henry Q. Long, Jr., RCC on mission; Capt Lonnie C. Luttrell, co-pilot; AlC Jerome A. Tuttle, crew chief; and A2C Harold W. Hammett, medical technician.  

07.02       1966 

Source: Kaman RotorTips, issue Apr-May 1966, page 19

07.03       13 July 1966 

Source: Kaman RotorTips, issue Nov-Dec 1966, page 15

"Joint Thule Operation"

by Lt. K. D. Kleiber, USNR  HC-4, Det 82, USCGC Westwind

July 13, 1966 marked the date when two operational helicopters produced by Kaman Aircraft Corporation penetrated northern latitudes to a point believed to be farther north than that reached by any other helicopter from Thule AB, Greenland.

Approximately two weeks earlier the U.S. Air Force's Det 18, EARRC (MAC), at Thule furnished helicopter transportation for members of a Rutgers University mineral research team to a campsite located at 78-33N and 71-00W in Inglefield Land, Greenland. The party was composed of Dr. John C. Tedrouch, Ph.D; Dr. Grant F. Walton, Ph.D, and Mr. David Gaskin. Their purpose was to study the soil and rock composition of the area.

On the 13th, Navy personnel from HC-4's Det 82 aboard the USCGC Westwind (WAGB 281) were asked by the Air Force if one of their helicopters could accom­pany the HH-43B’s on the return trip to pick up the scientists.

Two Air Force HUSKIES and one UH-2B SEA­SPRITE (HC-4's “Scooter 59”) from Det 82 launched on the 162-mile flight north from Thule. The greater range and cargo capacity of the UH-2B added a margin of safety to the flight over the frozen bays, rugged moun­tains and glacial Greenland icecap - an area devoid of navigational aids. “Scooter 59” was able to make the round trip without refueling and, in addition, carried two drums of JP-4 as external cargo to a midpoint so that the HH­43B’s would have extra fuel if needed on the return trip.

The first HUSKIE was piloted by Capt Ryland R. Dreibelbis and 1stLt Glenn T. Passey. The second HH­43B was piloted by 1stLt Robert J. Osik who was accom­panied by TSgt Howard M. Lord and SSgt Robert L. Julian. The SEASPRITE was piloted by Lt Kenneth D. Kleiber and Lt(jg) Patrick F. Mahoney, USNR. Roger D. Terbrak. AMH3, was crewman. 

08.01       June 1967

_{This landing site was at Cape Athol (a US Coast Guard LORAN-C station about 10 miles off the coast near Thule).  There were about forty US Coast Guard troops stationed there and we were there only as means of support during the dark season and bad weather.  They were really isolated from the outside world and we would bring them into Thule for some limited R & R. ;  photo June 1967, by John Flournoy}

_{John Flournoy, seen in this July 1967 photo - this is our landing site at Kanak village.  The kids in the foreground are eskimos.  Note the 55 gallon fuel barrel next to the bird.  We established a cache of 55 gallon drums of JP-4 at Kanak by slinging up three barrels in a steel basket.  We would have to pump two of them into the bird for the trip back and leave one there.  As you can see it took many trips to build up a supply.  The following summer I worked out a deal with a Danish freighter Captain, on a resupply run to the Danes at Kanak, to carry 25 barrels up there for us when the sea ice melt.  I won't tell you what the deal cost us but it was made at the bar in the Officers Club at Thule late one evening.}

_{July 1967 - Admiral Peary Monument at the tip of the York Peninsula, south of Thule AB  -photos by John Flournoy}

08.02       14 August 1967

Source: History EARRC  1Jul-30 Sep67, AFHRA file K318.2071, Jan'67-Jun'68 , IRIS number 00491905 (on AFHRA microfilm Roll K3261)

On 14 Aug 67, Det.18 was notified that a Danish civilian from Dundas Village was seven hours overdue his arrival time at Thule. The man had left Kanak in a small power boat. Two HH-43B helicopters were dispatched in gusty winds and instituted a route search along the coast. The individual ws eventually located approximately 40 miles north of Thule. He had been rowing for 1 hours and was quite tired, but otherwise in satisfactory condition.

08.03       07 and 08  September 1967

Source: History EARRC  1Jul-30 Sep67, AFHRA file K318.2071, Jan'67-Jun'68 , IRIS number 00491905 (on AFHRA microfilm Roll K3261)

On 7 Sep 67, Det.18 was notified of a seriously ill child at Kanak. On the orders of the Base Flight Surgeon, the child was airlifted by HH-43B to the hospital at Thule.

On 8 Sep 67, notification was received of an identical incident at Kanak. After the helicopters arrived at Kanak and while the ill child was receiving medical care, word was received that an ill woman at Savigsivik also needed medical attention. She was airlifted to Thule AB, where she was admitted to the hospital. 

08.04       19 September 1967 

08.04.01

Source: History EARRC  1Jul-30 Sep67, AFHRA file K318.2071, Jan'67-Jun'68, IRIS number 00491905  (on AFHRA microfilm Roll K3261) 

                             Preliminary Report of aircraft mishap

08.04.02

Source:  “MAC Flyer”, issue April 1968, page 16-17                             GOOD SHOW

Rugged terrain and constantly changing weather keeps Thule HH-43 crews on their toes. Caution is the watchword and flights off base are always conducted with two aircraft. This procedure paid off handsomely last fall for Capt Hiner and crew, Det 18, Eastern ARRC.

A resupply and passenger pickup flight was schedualed to Kanak, a  village 70 miles north of Thule. The flight across iceberg-choked waters and glacier fields was uneventful for Capt Hiner and crew as well as for their companion chopper.

After picking up their passengers, both choppers started the return trip. Shortly after crossing a fjord, both Capt Hiner and Capt Ehler, copilot, noticed a fluctuating rotor RPM. Capt Hiner switched to emergency fuel while Capt Ehler radioed the other Huskie.

The emergency fuel system failed to function properly and Capt Hiner started an autorotation. Due to the snow being stirred up by the chopper's blade, Capt Ehler opened his door and looked down to help Capt Hiner judge his altitude. On his signal, Capt Hiner flared and landed in complete whiteout conditions. Landing on a slope, the gear was damaged, but the 'copter remained upright. 

08.04.03

Source: Kaman RotorTips, issue Jan-Feb 1968, page 20                   "DET Huskie Recovers Huskie"

While on a routine return flight from Kanak to Thule AB, one of the HH-43B's from Det 18, EARRC, was forced to make an emergency landing after an engine power loss. Despite poor visibility and 25-knot winds, Capt Harold L. Hiner made a safe autorotation landing on the Ice Trail about 40 miles from Thule. With him were Capt George R. Ehler and AlC Gary McRae. The accompanying Huskie, manned by Capt John C. Flournoy, Capt John J. Duggan, 1stLt Albert C. Schube and AlC Wendell D. Granstaff, immediately landed and the res­cued crew was airlifted to Thule.

Several rescuemen stayed behind to finish the job of securing the downed helicopter and were picked up about six hours later.

After a 10-day wait for the weather to clear, dis­assembly of the downed HH-43B (61-2921) began. Working under extremely difficult conditions, maintenance crews re­moved the rotor blades, engine, clamshell doors, seats and other equipment. Due to the bitter cold and other unfavorable working conditions, one airman became ill and was evacuated in an HH-43B flown by Captain Flournoy and Capt Raymond Murden, CWO Wickersham was cabin attendant. Toward the end of the recovery operation the Coast Guard ice breaker “Edisto” arrived and her UH-2 SEASPRITE crews from HC-4 aided the Air Force men in the disassembly work. An HH-43B (62-4509) from the de­tachment then picked up the other Huskie and airlifted it to the “Edisto”. This is believed to be the first time one HH-43 lifted another HH-43 with the transmission still intact*). During this time, alert duties at Thule were assumed by the HC-4 SEASPRITES.   *) _{In the Summer of 1964 one Colombian Air Force HH-43B lifted another Colombian Huskie from the crash site, in this case the transmission was removed.} 

_{two HH-43B, one being the stranded  61-2921 on the glacier surface - late September 1967 - photo by John Flournoy}

_{two HH-43B, one being the stranded  61-2921 on the glacier surface - late September 1967 - photo by John Flournoy} 

_{HH-43B  61-2921 to be recovered, next is 61-2922 and 62-4509 - all Det.18 aircraft present - late September 1967 - photo by John Flournoy}

_{HH-43B  61-2921 to be recovered - late September 1967 - photo by John Flournoy}

_{HH-43B  61-2921 to be recovered - late September 1967 - photo by John Flournoy}

_{HH-43B  61-2921 to be recovered, next is 62-4509 and 61-2922 in the distance - the crew working outside in the arctic temperatures in September just before the dark season set in.  They worked in short shifts and crowded into a small survival tent for a few minutes at a time to warm up and get something to drink.  - late September 1967 - photo by John Flournoy}

_{HH-43B  61-2921 to be recovered - late September 1967 - photo by John Flournoy}

_{HH-43B  61-2921 to be recovered - late September 1967 - photo by John Flournoy}

_{HH-43B  62-4509 hovering over 61-2921   -   late September 1967  -    Capt. John Flournoy is seen here as pilot. The co-pilot was Capt Ray Murden, the safety officer from headquarters at Eastern ARRC, WRAFB, GA who had flown up from the states with the safety team.  We had one of our lightest weight crew chief’s in the door monitoring the hook up on the ice cap and the release on the ice breaker.    Photo, collection Flournoy}

_{HH-43B  62-4509 hovering over 61-2921, about to remove the engine - late September 1967 - photo, collection John Flournoy}

08.04.04

Pilot, then Captain, John Flournoy, Det.18 Commander, remembers:

I picked up the downed bird with HH-43B 62-4509 and flew it to the deck of a USCG icebreaker just off the Greenland coast.  The icebreaker brought the bird back to Thule and we repaired it there and it was flying again later that year. Because of the cold temperature and low density altitude we were able to do it at maximum power. It was a challenging job.

We had minimum fuel and a light crew on the pickup bird and we had drained the fuel and oil and removed the blades, tail, engine and battery and some radios from the downed bird prior to trying to move it.  If I remember correctly it was just prior to the dark season which started in early October 1967. 

John Flournoy continues:

There were a lot of factors working in our favor on that operation or, quite frankly, that old bird would still be sitting on the ice cap. As we were flying back to Thule from Kanak that day the weather over the ice cap was as usual, questionable.  Sort of a low broken deck of clouds over the ice cap and as we climbed up from around sea level out of Kanak (a Danish run eskimo village about 70 miles North of Thule), flying over the open water and up through the glacier towards the top of the ice cap (around 3000 feet), everything was going normal. 

I was flying #2 behind 921 (we always flew in a two ship for just such a problem) and a little above him and in trail. We were about 3/4 of the way up the glacier when they had the engine problem and he started his forced landing/autorotation toward the glacier.  I really don't remember our altitude AGL (above ground level) but we usually tried to stay at least 500 feet as we were climbing out. I remember turning to watch him as he neared the glacier and watched them hit and one of the gear tear off and then it stopped and they got it shut down without rolling over.  When I looked back out at where we were all I saw was white, as we had descended into the glacier below the level of the ice cap and there were no visual outside references and everything around was a solid wall of white.  I had not a clue how high we were above the terrain from the outside references.  

Fortunately I had a great copilot that day and he had been watching an outcropping of rock on his side of the glacier which was the only visual reference around.  He took the controls and turned toward the rocks, got a good approach started and gave me the bird back on short final.  When the snow that was blowing up from the rotor wash began to settle a little we were able to hover over to where 921 had gone down and land close by.  Everyone was OK and the pilots of 921 did an outstanding job to get the bird down with only minor damage on the landing.  Considering the slope of the terrain and the white out conditions we were all very lucky. The weather was not getting any better so we secured 921 as best we could and loaded the crew and passengers  from 921 on our bird and headed for Thule. I don't remember how many total people we had in the back of our bird but I do remember it was very crowded in the cabin.  There was never a problem at Thule with enough power and you always had to be careful not to exceed torque and gross weight limits.  We probably pressed the limits of both that day.

As fate would have it the weather turned bad and we were not able to get back to the crash site for about 10 days.  When we did get back we found that some eskimos on their way across the glacier by dog sled had visited the crash site and, while doing no additional damage to the aircraft, had left a door open and the bird was almost full of snow from the past 10 days of bad weather, high winds and blowing, drifting snow on the cap.  That slowed down our recovery process some as we had to get all the snow out of the bird,  drain the fuel, remove all the gear we could to make the aircraft lighter, remove the blades, tail and engine while working outside in the arctic temperatures in September just before the dark season set in.  The troops worked in short shifts and crowded into a small survival tent for a few minutes at a time to warm up and get something to drink.  All I can say for everyone involved is that they went way above and beyond what was expected of them to pull the operation off. 

Again we had to fly to the crash site from Thule, do our work there and return in the short daylight periods we had in September. We were several days preparing the bird to be lifted off the glacier. When the bird went down and we got back to Thule to sort things out it became apparent to us that we needed to get it off the glacier before the dark season and winter weather set in or we would have never recovered 921.  The coast guard icebreaker that kept the shipping lanes to Thule open had headed back to the states for the winter months and the sea ice was about to start freezing over solid.  We requested he return to Thule and proceed and hold off the coast of the village of Kanak which was the closest point of deep water to the crash site.  The timing worked out perfect and he had just returned when we had 921 ready for the lift from the glacier to the ice breaker. 

As one can imagine, static electricity is a big problem in the arctic and the helicopter acts like a big static electricity generator. Before touching the hoist cable or sling, the person on the ground has to discharge the static electricity with a wand that is grounded or the resulting shock is quiet severe.  Needless to say a couple of our troops working under the bird got knocked around pretty good on more than one occasion.  You can tell the number of trips that were required back and forth to the crash site just to get all the parts off 921 and back to Thule.  The blades, engine, and everything else we could take off were removed and flown back to Thule.  Only the tail and aircraft were slung down to the icebreaker. I picked up the tail of 921 from the glacier and flew it down to the icebreaker deck first as sort of a trial run for the aircraft to follow.  We used a very minimum fuel load, a small crew chief in the door to direct the hook operation and the HH-43 standardization pilot from the states flying as my copilot.

I won't say we exceeded any limits but I will say it had never been done before or since.  The chief of maintenance from the rescue center in the states was running the crew on the deck of the icebreaker and talked me over the spot on the fan tail via radio.  Due to the size and height of the deck that entire operation was done OGE (out of ground effect). 

Once on the deck of the icebreaker, it took them only about a day to return to the dock at Thule to off-load 921.  They then had to head south to avoid the freezing winter sea ice and total darkness.  The base sheet metal troops along with our maintenance troops got the bird back together and fully repaired in fairly short order after we received all the needed replacement parts.  I got to fly the FCF (functional check flight) following the repairs and the bird flew as good as new.  What could have been a major accident turned into a minor incident due to the hard work of a lot of people, too numerous to mention, and unfortunately, after 50+ years, too hard to recall all their names.

John Flournoy

This is a return trip with a blade box    -    late September 1967

An interesting side bar about the blade boxes. As you can tell they are rather large and heavy. When I took off from Thule headed for the crash site with the first empty blade box we had just passed through about 40 knots when the crew chief yelled that the box had started "flying up into the rotor blades".  Obviously that got our attention and we slowed down till the box stabilized somewhat and returned to Thule to regroup. One of our maintenance troops suggested strapping two 4 X 8 sheets of plywood  to the boxes as a tail fin. Sort of like an arrow quiver. We tried it and it worked like a champ.  The boxes flew stable through all ranges of airspeed to and from the site. 

Thule Air Base is seen in the right side of this photo by John Flournoy

_{HH-43B 62-4509 flying with two blade boxes, added with plywood tail fin - photo late September 1967  by John Flournoy}

_{It is 03 October 1967, the empennage of 12921 is ready for pick up and transportation by HH-43B 62-4509, piloted by Capt. Flournoy,  to the Coast Guard icebreaker nearby}

_{Finally, the “stripped”  airframe of 61-2921 was moved from the Misumassaq glacier on 03 October 1967, also by aircraft 62-4509, piloted by Captain Flournoy}

_{Aircraft 62-4509 and 61-2921 close to icebreaker “Edisto” (WAGB-284)  -} 

_{Once on the deck of the icebreaker, it took them only about a day to return to the dock at Thule to off-load 921}

                                                             _{- all photos collection John Flournoy}

08.05     Passengers for a flight from Kanak - Sept - Oct 1967

John Flournoy: “You can tell in the pictures how white out it was around the landing area except for the few rocks sticking out of the snow and ice. 

08.06       24 December 1967

 Source: Kaman RotorTips, issue Mar-Apr 1968, page 18                                      "Huskie Happenings"

.... Help and presents - both were given Christmas night by an HH-43B crew from Det 18, EARRC (MAC), Thule AB, Greenland. Base personnel had collected fruits and candy for Eskimo children at Mannusauk, but an Arctic storm prevented delivery. Then came a call from the village - a young Danish schoolteacher and her Eskimo sled driver were there, suffering from frost bite and exhaustion. Capt. John C. Flournoy and his crew took off into the enveloping darkness of the arctic night and, flying just above the sea ice, headed for Mannusauk. On the half-hour flight the land­ing and flood lights were used to spot the icebergs which suddenly loomed ahead. Once at Mannusauk, the presents were delivered and then the HUSKIE made the same hazardous trip back to the base with the two patients. They had been caught in the storm and, after building a shelter for the teacher, the sled driver fought his way through the storm to Mannusauk and the villagers went to the woman's aid. With Captain Flournoy were Capt Harold L. Hiner, copilot; Sgt James F. Wittfeldt, crew chief; Capt J. A. Armstrong, MC; and Jens Zinglersen, an interpreter.

08.07       unknown date - probably late 1967

Source: Newspaper “Thule Times”, Feb. 2, 1968,  page 2

Detachment 18 recently received an Achivement Award for Outstanding Performance. The citation read in part, “for maintaining outstanding aircraft readiness”, and was signed by General Allison C. Brooks, Commander, Hq. Aerospace Rescue and Recovery (MAC).

Capt. John Flournoy provided the following photo :

Front row L-R: unknown, unknown, unknown, SSgt. Ronald E. Levi (dock Chief, maintenance)

Back row L-R: SMSgt. Donat J. Boutin (Chief maintenance), Capt. Hiner, Capt. Ehler (maintenance Officer), Capt. Duggan, Capt. Flournoy

09.01       21 January 1968        B-52  crashed

Source 1: Newspaper “Thule Times”, Jan. 26, 1968,  front page

Source 2: Newspaper “Thule Times”, Feb. 2, 1968,  page 2

Source 3: History EARRC  1Jan-31Mar68, AFHRA file K318.2071, Jan'67-Jun'68, IRIS number 00491905  (on AFHRA microfilm Roll K3261) 

History EARRC  1Jan-31Mar68, AFHRA file K318.2071, Jan'67-Jun'68, IRIS number 00491905  (on AFHRA microfilm Roll K3261)

At 1645 hours on 21 January 1968, the helicopter crews of Detachment 18 heard a loud explosion north of the base. A fire was seen in North Star Bay from the BOQ. The alert crew of Detachment 18 was dispatched to the hangar to make the alert aircraft ready for  a possible mission. At 1650 hours, official notification was given over the Base Command Post system that a B-52 had crashed in North Star Bay. Helicopters 509 and 922 were dispatched at 1702 and 1710 to conduct a search for possible survivors. At 1950 hours, Pedro 2 (aircraft 922) recovered two members of the crew while searching in the rugged terrain approximately 5 miles Southwest of the base. Pedro 1 (aircraft 509) was dispatched to the crash site with base personnel and radiation equipment at 1955 hours. Pedro 2 continued search operation Southwest of the base.

Between 1800 and 1900 hours, three of the B-52 crew members were picked up by ground vehicles on base. During the night, one deceased crew member was found by ground searchers. The search was continued until 0540 hours on the 22nd, when searchers halted for crew rest.

At 1105 hours, 22 Jan 68, Pedro 1 and 2 continued to search in the same area where Pedro 2 had picked up the two survivors the previous night. At 1300 Pedro 2 found the last survivor in the same area as the other two, picked up the night before. The survivor was wrapped in his chute in the bottom of a deep gully. A hoist pickup was required to recover the survivor. This accounted for all seven crew members and the mission was closed. 

As soon as the search mission was closed, a massive support effort began to transport personnel and materiel to the crash site. The entire operation was hampered by 24 hours of darkness, -20 to -30 degrees below zero temperatures and no surface transportation available. The impressive record compiled by Detachment 18 was made possible only through the combined efforts of the aircrew, maintenance, and administrative personnel.

On 21 Jan 68, the maximum effort support mission began and continued for 24 hours a day through 27 January.

On 28 Jan 68, SAC UH-1F helicopters began operations and assumed the majority of the support function. A summary of the mission accomplishments for the week of 21-27 Jan 68 follows:

265 sorties flown

373 passengers transported to crash site

324 landings

104,500 pounds of cargo airlifted to crash site

133 round trips to crash site

91.5 hours of flying time 

The detachment’s regular complement of 5 officers and 11 airmen was augmented with personnel from several other Aerospace Rescue units, because of the additional workload supporting the SAC recovery team.

Airmen from the following detachments have arrived at Thule : Det.1, Loring AFB, Maine; Det.6, Andrews AFB, Washington, DC; Det.7, Seymour-Johnson AFB, NC; Det.8, Myrtle Beach, SC; Det.9, Shaw AFB, SC; Det.24, Goose Bay, and Hq. Eastern ARRC, Robbins AFB, GA. 

Det.18 Commander Capt. John Flournoy remembers :

We scrambled two HH-43Bs and one of our crews found and picked up two of the B-52 crew members.  The Danes launched a ground search party and found the others to include the copilot who was dead. All the others survived. Two of the crew members landed on or near the runway and self recovered. Our Detachment participated in the following clean up efforts that lasted for months.  We transported men and equipment and members of the media pool, to and from the crash site and helped with the initial recovery efforts from the crash site. 

09.02         03 March 1968

Source 1: History EARRC  1Jan-31Mar68, AFHRA file K318.2071, Jan'67-Jun'68, IRIS number 00491905  (on AFHRA microfilm Roll K3261)

Source 2: Kaman RotorTips, issue May-Jun-Jul 1968, page 22                                      "Huskie happenings"

For Capt John C. Flournoy and the rest of his HH-43B crew from Det 18, EARRC (MAC), it was the "most turbulent flight they had ever experienced while flying missions from Thule AB, Greenland". The turbulence was experienced during a mercy mission flown at night over rugged mountains and the polar ice cap to evacuate a seriously-ill Eskimo. The 190-mile midnight flight to the village of Kanak and back was made in a temperature of minus 38° F. Maj Leroy Weeks, (MC), a flight surgeon, and Capt R. Baker (MC), medical officer, treated the patient during the return to base. Other members of the crew were Capt John J. Duggan, copilot, and SSgt Ronald E. Levi, flight engineer.

SCROLL OF HONOR  -  Cdr Jorgen Molgard, left, Danish liason officer at Thule AB, pre­sents a Kaman Scroll of Honor to HH-43 crew­man SSgt Ronald E. Levi. Sergeant  was a participant in a life -saving flight to a remote village. Looking on is Maj Frank W. Schnee, Det 18 commander. (USAF photo)  Source: Kaman RotorTips, issue May-Jun-Jul 1969, page 16

09.03         05 March 1968

Source: Kaman RotorTips, issue May-Jun-Jul 1968, page 22                                      "Huskie happenings"

March 1968  - Two days later (following the mission mentioned in chapter 09.02 :  03 March) a HUSKIE crew from Det 18 made another night flight, to evacuate an Eskimo child from the village of Siropaluk. The child, who had fallen down a mountain, was airlifted to Kanak and placed in the hospital. Manning the HH-43 were Captains Flournoy and Duggan, Major Weeks, and Sgt James F. Wittfeldt, flight engineer. The base C-54 flew top cover during the mission. 

09.04       1968

 Source: Kaman RotorTips, issue Nov-Dec 1968, page 18 

"Thule Unit Marks Another Year of Service"

09.05       1968

 Source: Kaman RotorTips, issue Nov-Dec 1968, page 18

09.06       1968

 Source: Kaman RotorTips, issue Nov-Dec 1968, page 18

09.07       1968

Source: Kaman RotorTips, issue Nov-Dec 1968, page 18

THULE AB, GREENLAND - As Christmas approaches, Det 18, EARRC (MAC), looks back on another year of ser­vice which has brought comfort to many people, both mili­tary and civilian, in this vast land. The environment in which the detachment carries out its numerous mercy and other missions is best described in this report from Maj Charles W. Simmons, detachment information officer:

". .. The unit possesses three HH-43B's and is normally manned by five officers and 10 enlisted personnel. The environment in which the unit operates is perhaps the most unusual in the world - we have continous daylight from mid-April until late September which twilights into continous darkness by the middle of November and dawns in­to the beginning of daylight by the first of February. Tem­peratures range from a high in the 50's to a low in the minus 50's. Winds sometimes blow in excess of 100 miles an hour and a man's flesh can freeze within a matter of seconds. This is the environment.

"The unit's LBR activity was discontinued with the ces­sation of ADC fighter activity-however, the need re­mained for a helicopter capability to support the Com­mander 4683d Air Base Group in maintaining liason with outlying United States installations, Danish agencies and Eskimo villages surrounding Thule. This is our mission.

"The rigors of the environment and the mission demand the utmost in dependability from the Kaman 'HUSKIE' and in professional ability from our personnel. The unit's accomplishments and its accident-free f lying record (more than 5, 000 hours) testify to both. We are proud of our past; we look forward to continued success in the future. " 

A further insight into Det 18's activities is given in this report from Maj Frank W. Schnee, detachment command­er:

"The first quarter of fiscal year 1969 (01Jul68-30Jun69) was one of con­siderable adjustment for the personnel of Detachment 18, since the entire pilot force had changed by the end of June, and a new get-acquainted program was the order of the day. In addition, the majority of the enlisted personnel had less than 100 days of their tour remaining...

"During the fiscal quarter, the detachment flew 230. 8 hours in which we moved 36, 353 pounds of cargo, 4362 pounds of mail and 524 passengers. Many of these flights were in support of the USCG Loran Station Cape Athol - to whom we represent the primary contact with 'the world' -and in transporting various USO and morale teams in sup­port of the 4683d Air Base Group Special Services pro­gram. We had the pleasure of moving groups from the University of Oklahoma and the University of South­ern Missouri as well as several independent entertainers from almost every section of the United States. Most of these people had never been exposed to helicopters at all, and so the experience was mutually beneficial to all. 

09.08       1968

Source: Kaman RotorTips, issue Nov-Dec 1968, page 19

Notable personnel supported during this period were: Danish RADM E. C. F. Petersen, commander-in-chief of Greenland; USCG ADM William B. Ellis, commander of the Coast Guard's First District-Cape Athol's report­ing headquarters; Col Russell G. Ogan, commander of the 71st Missile Warning Wing, Ent AFB, Colo. - the re­porting headquarters of our local BMEWS Complex; and of course, our own Col Walter F. Derck".

The following awards were received during this period:

The USAF Certificate of Achievement for Det 18's con­tribution to the Air Force Cost Reduction Program during FY 68; USAF Commendation Medal, presented to Major Frank W. Schnee for his achievements at Detachment 14 EARRC prior to his assignment here; Kaman Aircraft 1000 Flying Hour Award, presented to Major Sam J. Sca­mardo; Kaman Aircraft Scroll of Honor, presented to SSgt Ronald E. Levi for his participation in an Air Evacuation Mission in March 1968; ten mission awards from Kaman Aircraft for aircrew participation in missions of mercy. 

09.09       9 September 1968

Source: Kaman RotorTips, issue Nov-Dec 1968, page 19

The following excerpts from two recent mission reports not only show the type of mercy missions flown by Det 18 Huskie crews, but also reveal why Rescuemen are held in such high esteem as ambassadors of goodwill.

09.09.01  "The time was nearly eleven o'clock; the day was Mon­day, the 9th of September; the one who needed a helping hand was a little girl at Kanak, a Greenlandic village some 65 miles from Thule Air Base; the problem was appendi­citis. There was no doctor at Kanak-there was one at Thule. The aircrews of Detachment 18, EARRC were alerted, and after a brief delay for safe weather condi­tions, two HH-43B were airborne - two Huskies because one hardly flies alone over this most unaccomodating terrain. On board was a Danish doctor from the vicinity of Thule Air Base. The girl, whose name we did not learn, was found in quite serious con­dition; by the time the aircrews departed Kanak, she was being prepared for surgery; by now, she is nearing com­plete recovery. "Manning one of the HH-43B's were Ma­jor Schnee, pilot; Major Simmons, copilot; and SSgt Fredrick A. Giffin, flight engineer. In the other Huskie were Capt David E. Mullen, pilot; and Sgt Charles L. Tucker, flight engineer.

09.09.02  The second mission involved an HH-43 piloted by Maj Sam J. Scamardo. Major Simmons was copilot; Sergeant Giffin, flight engineer; and Capt Kenneth G. Smith (MD), flight surgeon. "A young Eskimo man and a young Eski­mo woman walked all night to tell the Danish Liason Of­ficer at Thule Air Base, Greenland, that Mrs. Kujaukitsok lay critically ill some twenty miles away in the little Eskimo village of Narssurssuk. They said that she had been hemorrhaging for two days and that they were wor­ried. The Danish Liason Officer told the Commander of Detachment 18, Eastern ARRC and the Commander told his rescue crew. The rescue crew flew twenty minutes to the little Eskimo village of Narssurssuk and delivered Mrs. Kujaukitsok to Thule Air Base within the hour.

Somebody asked, 'What would these people have done had we not been here?' The Doctor said, 'It's fairly simple -the woman, no doubt, would have died.' And everyone felt good. "

09.10       1968

 Source: Kaman RotorTips, issue Nov-Dec 1968, page 19

10.01       1969

Source: Kaman RotorTips, issue May-Jun-Jul 1969, page 16

The detachment has recently received:

the Unit PRIDE plaque for superior supply actions and the MAC 5,000 hour Flying Safety Award.

10.02       1969

Source: Kaman RotorTips, issue May-Jun-Jul 1969, page 16

TOP OF THE WORLD RIDE-Maj Charles W. Simmons, a Det 18 pilot, has the rare distinction of riding a rotorless HH-43B down the main street of Thule AB. The signpost gives distances to a wide variety of places ranging from Washington, D.C., 2344 miles, and Moscow, 2444, to the North Pole, 808 miles away. The Huskie was pulled to the base motor pool maintenance shops where it was refinished by Danish workmen. Teamwork was the order of the day. Personnel from Det 18, the 4683rd Air Base Group and the Danish Construction Company combined their efforts to see that the helicopter got its new paint job. (USAF photo) 

10.03       1969

Source: Kaman RotorTips, issue May-Jun-Jul 1969, page 16

GENERAL BRIEFING -Col Stanton G. Daries, right, commander, 12th Missile Warning Squadron BMEWS, briefs MajGen Oris B. Johnson, commander, 14th Aerospace Force, before the general's flight to view ThuleAB and the BMEWS Complex. Major Schnee is the pilot. (USAF photo)

10.04       1969

Source: Kaman RotorTips, issue Aug-Sep-Oct 1969, page 27

"BELLES AND BEAUX"-USO group from Harding College, Searcy, Ark. , are shown with Det 18 crew which transported them to the USCG Loran Station at Cape Athol to present their "America in Song" show. With them are, left to right, Maj Charles W. Sim­mons, pilot; MSgt Joseph W. Blaquierre, maintenance supervisor; SSgt Gerald E. Kislek, flight mechanic; Sgt Jack D. Cable, administrative specialist; SSgt Frederick A. Giffin, flight mechanic; and Capt Louis R. Beck, pilot. (USAF photo)

10.05       1969

Source: Kaman RotorTips, issue Aug-Sep-Oct 1969, page 26                         "Huskie Happenings"

...An HH-43B crew from Det 18, EARRC (MAC), Thule AB, Greenland, evacuated an ill officer from the USCG LORAN Station at Cape Athol to the air base. Maj Frank W. Schnee was pilot on the flight and Maj Sam J. Scamardo was copilot. Sgt Fredrick A. Giffin was flight engineer.

10.06       1969

Source: Kaman RotorTips, issue Jan-Feb 1970, page 16,17

HH-43B 62-4509 , complete with a sign boasting the accomplishment, Det 18's Huskie returns to Thule after completion of 2,000 hours of accident-free operations.

DETACHMENT 18 of the Eastern Aerospace Rescue and Recov­ery Center (MAC) recently ^{(probably April 1969, see RotorTips May69)} passed another milestone when one of our three Kaman HH-43B Huskie heli­copters completed 2,000 hours of ac­cident/incident-free flying in the Arctic. The accomplishment may not seem too significant to the casual reader, or to those who haven't stopped to consider the hazards that our area presents. Let me explain.

First, we have the chill factor - the combination of cold and wind that can lower the temperature to the equivalent of a minus 70 degrees. Machines and equipment cold soak, a battery is no good after half an hour, and a man's flesh can freeze in a matter of seconds. Naturally, fail­ure of parts and of people is much greater under such circumstances.

Secondly, the weather is almost un­predictable and ever-changing. Con­sider that the HH-43B is not recom­mended for instrument flying; con­sider that we're not supposed to fly in anything worse than light turbu­lence and light-to-moderate precipi­tation; consider also that navigational aids are practically non-existant, and that once we get out of range of the control tower, we're on our own. You can see there is no time for sleeping at the controls. An hour's flight from home station can hold many sur­prises.

Most of our operations are into remote sites, chock full of birds, debris, dogs and children, all of which seem to have an affinity for helicopters. Personal injury and Foreign Object Damage must be reckoned with constantly. We also have whiteouts, when there's no def­inition between the sky and the snow and depth perception ceases to exist ; there's the twenty-four hour dark­ness; and the rotor wash that oblit­erates your landing spot with blown snow; and the icy waters in which an unprotected man will generally die in less time than it takes you to read this article; and there's some of the most hostile terrain you've ever seen. To say of a mission "it was accomplished without incident", you begin to realize that this suc­cess isn't so easy to come by.

As the Safety Officer for the De­tachment, I've taken a backward glance over my year's tour here to find what made it possible for us to close every flight with that phrase.

Of course, it starts with the Com­mander, who must lead a team of experts in many fields. He must be 100% Safety oriented (flying and ground) and render full support to his people. He must insist on check­list procedures, sound maintenance practices, training and prudent flight management. That's one point for our side.

Next is training. It's a particular problem at Thule Air Base because a year's tour barely gives a guy enough time to become a full-fledged team member before he's on his way home. Our Training Officer has been quite thorough - he has to be - cov­ering everything from First Aid pro­cedures, through flight operations and maneuvers, to Aerospace Rescue activities throughout the world. He has insured that all our people are prepared mentally and physically to cope with the many problems they are bound to encounter in this area. I believe, and this is a big statement, that they are as well qualified - as airmen and as aircrew members - as anyone in the Command. This helps too.

Maintenance is important, as we all know, and it has been our biggest problem. We're on the end of the supply line and everything seems to run out before it gets to us; some­times we have to call on our sister detachments for help until we get our own parts; sometimes we have to extend the removal time (with appro­priate approval, of course) on com­ponents so we can stay mission ready. It all means that our people have to be especially competent and that they have to be dedicated to their jobs. Our OR Rate and our safety record prove both points.

Now we come to Operations - the proof of the "flying pudding". Our Operations Officer burns a lot of midnight oil insuring that everything will go as planned on the day's mis­sion. He studies every phase of the flight, checking whatever might affect it. It's that simple. There's no push­ing and we don't talk about the people who would rather wait and take another look at things tomorrow. That's another point for our side.

I feel our Safety program has been a success. We have tried to keep our people fully aware of the hazards they face in the Arctic. We supplement the materials we receive with films, lectures and little gim­micks we devise. The results are good; we haven't had even a traffic violation during the past year. We - all of us - are proud of the work we've done. We're proud of our team. So far, we've won every match and that's the way we want it. We prove it by the things we do. And whether it's an air evacuation, a routine flight, a year's tour of duty, or another 2000 flying hour mile­stone, we will continue to say, "Of course, the mission was accomplished without incident."

11.01      1970 

                             Det.18, EARRC  became   Det.4, 39 ARRW on 01 January 1970

Source: file K318.223-39  Jan-Jun 70  39 ARRWg History, in USAF Collection, AFHRA  

The 39th Aerospace Rescue and Recovery Wing (MAC) was activated on 1 Jan 70 with headquarters located at Richards-Gebaur AFB, Missouri. The Wing functions under the command of Headquarters ARRS (MAC), Scott AFB, Il.

The period 1 Jan 70 to 1 Apr 70 was an organizational period with the Wing having neither command nor control over subordinate units.

On 1 Apr 70 the Wing assumed control of the following Local Base Rescue (LBR) Squadrons :

42nd ARRSq at Hamilton AFB, CA;       43rd ARRSq at Richards-Gebaur AFB, MO;          44th ARRSq at Robins AFB, GA.

On 15 May 70 the Wing assumed control of the following Detachments :

DET.1, 39 ARRW (RCC) Elmendorf AFB, AK;          DET.2, 39 ARRW (RCC) Albrook AB, Canal Zone;         DET.4, 39 ARRW Thule AB, Greenland. 

By order of the Secretary of the Air Force, the following Aerospace Rescue and Recovery Centers are inactivated at locations indicated, effective 1 Jan 1970 :

Eastern ARRC   Robins AFB, GA , including Det.18, EARRC

The following detachments are designated and activated at locations indicated, effective 1 Jan 70 :

DET.4 , 39 ARRW         Thule AB, Greenland 

11.02      May 1970                           The end of HH-43 service from Thule AB, Greenland

The three HH-43B aircraft were transferred to ARRTC (Air Rescue & Recovery Training Center, formerly the 48th ARRS) at Eglin AFB, FL  during May 1970 and were active there as of 31 May 1970. 

The Huskies were replaced by two Sikorsky HH-3E aircraft.

HH-3E 69-5798 and 69-5799  were delivered from Sikorsky plant during April and both were active as of 28 Apr 1970. 

_{update 28/08/2021}