OLAA Operating Date 10-Dec-1969

Roster

PRE-PCS OLAA ROSTER…

Pleiku Air Base… (Detachment 3)

Lt. Col. James W. Wold (Jim)
Maj. Timothy L. Buttermore (Tim)
Capt. Robert Karre (Bob)
Capt. Glenn R. Manning
Capt. Paul D. D. Houppert (DD) When did DD make Capt???
Lt. James Seith (Jim)
Lt. Warren C. Blanchard (Doc)
Lt. Donald L Engebretsen (Don)

Da Nang Air Base… (Detachment 2)

Maj. Dean E. DeTar (Dean)
Lt. John W. Weinig (JW)
Lt. A. Jackson Roberts (Jax)
1Lt. Maurice A Coleman, Jr. (Mac)

On This Date in OLAA History

1969 – December 10; A HH-3E from the 37th ARRS, crewed by USCG Lt. (Jg) Robert T. Ritchie (P), John H. Winter (CP), James E. Smith (FE), Paul D. Brown (PJ) and Gary T. Osborne (PJ), rescued the pilot of a F-100D (Call sign “Litter 15”), Maj. Ronald E. Boyle (P) after ejected from his aircraft when it was hit by 37 mm AAA fire near Kay Bong, 30 miles southeast of Saravan, Laos. “Vietnam Air Losses” by Chris Hobson & “PJ’s in Vietnam” by Robert L. LaPointe & JRCC Save Form

 

OLAA-ID: 31-1      SAR
Flight Date: 10 Dec 69
Pilot: Robert Karre–01
Mission ID: 1532
Tail # 628-H
Location: OC PKU –DNG
Team Name:
Hours Flown: 3+06E(5.3)
  
Remarks: #SAR - 4 BLU-32 / 2 CBU-22 Form 5 Shows (5.3) w/2 Sorties??? Flew with Don E twice DFC Mission Karre & Don E silenced guns
Tags:
OLAA-ID: 31-1      SAR
Flight Date: 10 Dec 69
Pilot: Donald L. Engebretsen–02
Mission ID: 1532
Tail # 738-H
Location: 090/20/72 Phou Kate? PKU –DNG
Team Name:
Hours Flown: 3+00(5.1)
  
Remarks: SAR - 4 BLU-32 / 2 CBU-22 My Form 5 shows (5.1) w/2 landings DFC Mission Check this mission against Bob Karre Awards!!!---LIKELY DOWNGRADED Karre & Don E silenced guns
Tags:
OLAA-ID: 31-2      
Flight Date: 10 Dec 69
Pilot: Robert Karre–01
Mission ID: 4599
Tail # 628-H
Location: 280/20/94 - 305/17/107 DNG-PKU
Team Name:
Hours Flown: 2+10E(5.3)
  
Remarks: # Enemy Location - 100/100; NVR; 10-CBU-25 Landed at DNG for fuel and rearm. Picked up another strike on the way home to PKU
Tags:
OLAA-ID: 31-2      
Flight Date: 10 Dec 69
Pilot: Donald L. Engebretsen–02
Mission ID: 4599
Tail # 738-H
Location: 280/20/94 - 305/17/107 DNG-PKU
Team Name:
Hours Flown: 2+05
  
Remarks: Enemy Location - 100/100; NVR; 10-CBU-25 Landed at DNG for fuel and rearm. Picked up another strike on the way home to PKU
Tags:
OLAA-ID: 31-3      
Flight Date: 10 Dec 69
Pilot: John W. Weinig–11
Mission ID:
Tail #
Location: DNG
Team Name:
Hours Flown:
  
Remarks: John led this mission. SANDY 11??? DFC Mission… Likely
Tags:
OLAA-ID: 31-3      
Flight Date: 10 Dec 69
Pilot: A. Jackson Roberts–12
Mission ID:
Tail #
Location: DNG
Team Name:
Hours Flown:
  
Remarks: Jax was on Dean’s Wing. DFC Mission… Likely
Tags:
OLAA-ID: 31-4      
Flight Date: 10 Dec 69
Pilot: Dean E. DeTar–13
Mission ID:
Tail # 258-H
Location: DNG
Team Name:
Hours Flown: (2.60)
  
Remarks: Dropped Smoke DFC Mission
Tags:
OLAA-ID: 31-4      
Flight Date: 10 Dec 69
Pilot: Maurice A Coleman, Jr.–14
Mission ID:
Tail # 810-H
Location: DNG
Team Name:
Hours Flown: (2.50)
  
Remarks: Dropped Smoke DFC Mission
Tags:
OLAA-ID: 31-5      
Flight Date: 10 Dec 69
Pilot: James W. Wold–03
Mission ID: 1534
Tail # 665-H
Location: 280/18194 280/18/94? Dak To
Team Name: Tip Toe
Hours Flown: 1+30 (1.5)
  
Remarks: 2 BLU-32; 8 CBU-25; 2 CBU-22; 2 SUU-11; Enemy Firing Locations; 100/25m; 1 Secondary Explosion Secondary Explosion
Tags:
OLAA-ID: 31-5      
Flight Date: 10 Dec 69
Pilot: –04
Mission ID: 1534
Tail #
Location: 280/18194 280/18/94? Dak To
Team Name: Tip Toe
Hours Flown: 1+30E
  
Remarks: #2 BLU-32; 8 CBU-25; 2 CBU-22; 2 SUU-11; Enemy Firing Locations; 100/25m; 1 Secondary Explosion Secondary Explosion
Tags:
On this date, Bob Karre and Don Engebretsen joined an OLAA SAR (in progress) for a downed F-100 Super Sabre flown by Maj. Ronald F Boyle.  He was shot down 30 miles SE of Saravan near Kay Bong.  See file for this mission…  10DEC69  Liter 15 OLAA F-100 SAR…  Major Ron Boyle   Weinig 11/ Roberts 12, DeTar 13/ Coleman 14, Karre 01/Engebretsen 02, … SAR  Liter 15  10Dec69  JW was Sandy 1????   From http://www.pjsinnam.com/ 1969 - December 10; A HH-3E from the 37th ARRS, crewed by USCG Lt. (Jg) Robert T. Ritchie (P), John H. Winter (CP), James E. Smith (FE), Paul D. Brown (PJ) and Gary T. Osborne (PJ), rescued the pilot of a F-100D (Call sign "Litter 15"), Maj. Ronald E. Boyle (P) after ejected from his aircraft when it was hit by 37 mm AAA fire near Kay Bong, 30 miles southeast of Saravan, Laos. "Vietnam Air Losses" by Chris Hobson & "PJ's in Vietnam" by Robert L. LaPointe & JRCC Save Form   http://www.rotorheadsrus.us/documents/1968___1973.html   Discussed the Liter 15 mission with Bob Karre on 17Jan17.  He indicates that the Liter 15 SAR was started by Dean and therefore Mac???  An F-100 was making a pass in mountainous terrain with a load and got too low.  He jettisoned all his ordnance but still hit a hill and bounced over the other side (this accounting is likely not be correct, see supporting file).  Karre and Engebretsen joined the fight as did Weinig/Roberts in this scenario. Don E’s most vivid memories are after the mission at Da Nang when the chopper brought in the survivor.  When Jax walked back to our group of OLAA pilots from the Jolly further down the ramp, he announced that after finding out who the survivor was (his “tweet” instructor), he announced that “we should have left him on the ground” or something to that effect!!!  I laughed till I hurt and will never forget that moment!   I also thought we were told that Maj. Boyle took a 37 up the intake and never ejected…opening shock ripped zippers off flight suit???  Additionally, I do remember that Ron Boyle was very composed on the radio… See supporting file for more information about Maj. Boyle.   THIS DAY IN COAST GUARD AVIATION HISTORY – 10 DECEMBER 1969: An HH-3E from the 37th Aerospace Rescue & Recovery Squadron out of DaNang Air Base, Republic of Vietnam crewed by USCG LTJG Robert T. Ritchie (P), MAJ John H. Winter (CP), SSGT James E. Smith (FE) and SGT Paul D. Brown (PJ) rescued the pilot of an F-100D (Call sign "LITTER 15"), MAJ Ronald E. Boyle (P) after ejected from his aircraft when it was hit by 37 mm AAA fire near Kay Bong, 30 miles southeast of Saravan, Laos.  DATE: 10DEC69 MISSION NUMBER: 01-3-O88-10 Dec 69 AIRCRAFT DESIGNATION: KING 4 LOCATION: 090/22/72 DISTRESSED AIRCRAFT: LITTER 15 (F-100) SAVES: 1 Combat
  1. At 0114Z King 4 received a Mayday call, on guard, from COVEY 297 that LITTER 15 (F-100) had been hit and the pilot had elected. COVEY 297 (PAC) had been working LITTER 15 on a strike and observed the bailout, reporting good chute and beeper. Immediately thereafter, voice contact was established with LITTER 15. Position was reported as 090/22/72 (YC 025 246).
  2. KING 4 immediately requested QUEEN launch SAR forces, and advised COVEY 297 to assume on-scene command. LITTER 21 and 16 were in the area and were directed to hold high for possible suppression of enemy fire. The area is reported as extremely hostile with numerous 23mm, ZPU, and 37mm gun emplacements in the vicinity. Slow movers with CDU 19/30 and CP1-22.were requested since numerous enemy troops were known to be in the area. The weather was clear with unlimited
visibility, temperature 15 degrees C and ground elevation approximately 2200 -2300 feet MSL.
  1. After LITTER 15 landed, he immediately moved away from his parachute, apparently into a heavily canopied area. COVEY 297 attempted to pin-point his position, however voice contact was lost, possibly because of the heavy canopy. LITTER I5 was able to receive and acknowledge instructions with his beeper. No strikes were possible in the immediate vicinity of the survivor due to the inability to establish his exact location.
  2. SPAD 11 and 12 arrived in the area at 02007 and were briefed on the situation by COVEY 297. At 02107, I assigned on-scene-command to SPAD 11. COVEY 297 was then assigned another UHF frequency and directed to employ fast-mover strikes against gun emplacements firing approximately four clicks east. SPAD 11 continued to direct the survivor into a more open area. Voice contact was finally established and visual contact made with the survivor at 02257. He reported no
movement or ground fire in his immediate area.
  1. SAR forces began assembling at 0230Z and were instructed to hold in a clear area between the 080 – XXX (unintelligible) radials of channel 72 at
10 – 15 miles. The following SAR forces would be available for the rescue attempt. Jolly Greens 35L - 22H (primary recovery) 07 - 42 68 - 77 SPADs 11 - 12 (11 OSC) 13 - 14 01 - 02 Sandies 01 - 02 03 - 04
  1. At 0245Z SPAD 11 began briefing his forces on the plan of action. An immediate pickup attempt was planned since the immediate area around the survivor was apparently permissive. The SPADS were to lay smoke and then assume a daisy chain with the SANDIES as Jolly 35 moved in for the pick up.
  2. All forces started moving in at 03007 and the pick up was completed like "clock work" at 03057. No ground fire was reported. The forces egressed on the same track they entered the pickup area on, and were cleared to RTB. All Jollys were checked for fuel stats and air refueling requirements. All stated they had sufficient fuel to return to home base. KING 1, who was standing by A/R requirements, was released back to normal orbit. All FACs and fast movers were released to their controlling agencies.
  3. JOLLY 35 with the survivor proceeded to Channel 91 escorted by all SPADS and other 37th ARRSq Jollies. KING 4 assumed normal orbit. At approximately 0350Z Jolly Green 35 advised he was going to be short on fuel due to the requirement to penetrate an overcast at Channel 91. We rendezvoused with Jolly Green 35 over Channel 91 at 9000 feet - off loading 1500 pounds of fuel.
SUPPLEMENT: (S) At 0123Z on 10 December 1969, Jolly Green 35 (Bravo Low) and Jolly Green 22 (Bravo High) were preparing to launch on a local training mission, when word was received that Litter 15 was downed at the 090 degree radial, 22 miles from Channel 72. At 0125Z Jolly Green 35 and Jolly Green 22 were airborne enroute to the recovery area. At 0225Z Jolly Green 35 and Jolly 22 were at a holding point of 080 degrees for 16 miles from Channel 72. At 0248Z Jolly Green 35 was cleared by SPAD 11 to a low orbit point approximately two miles from the survivor. At 0255Z, after having the area prepared for the recovery attempt, SPAD 11 cleared Jolly Green 35 into the area of the survivor. At 0303Z, Jolly Green 35 had the survivor on board and was being vectored out of the area by the SPAD aircraft. At 04503, Jolly Green 35 and Jolly Green 22 landed safely at Channel 77 and the survivor was released to the Flight Surgeon. The recovery of the survivor in such a relatively short time was due to the outstanding coordination of the effort by the On Scene Commander, SPAD 11. The effective use of the resources available to him rendered the enemy anti-aircraft artillery completely ineffective against the recovery helicopter. Although heavy enemy fire was encountered by SPAD 11 and fast moving aircraft, virtually no enemy fire was encountered by Jolly Green 35 during any part of the recovery attempt. DISTINGUISHED FLYING CROSS CITATION: The President of the United States of America takes pleasure in presenting a Bronze Oak Leaf Cluster in lieu of a Second Award of the Distinguished Flying Cross with Combat "V" (Air Force Award) to Lieutenant, Junior Grade Robert T. Ritchie, United States Coast Guard, for heroism while participating in aerial flight as Aircraft Commander of an HH- 3E Helicopter, attached to the 37th Aerospace Rescue and Recovery Squadron, United States Air Force, in action near DaNang, Republic of Vietnam, on 10 December 1969. On that date, Lieutenant Ritchie led a flight of helicopters over heavily defended areas to rescue a United States Air Force pilot. Despite hostile fire, Lieutenant Ritchie persisted in the attempt until the pilot was safely rescued from the midst of the opposing forces. The outstanding heroism and selfless devotion to duty displayed by Lieutenant Ritchie reflect great credit upon himself and the United States Coast Guard. 10DEC69  OLAA F-100 SAR…  Major Ron Boyle      Vietnam Air Losses shows the following on page 194… 10 December 1969  (Copied from Vietnam Air Losses) F-100D 56-3332  355TFS, 31 TFW, USAF, Tuy Hoa  Maj R F Boyle (survived) A Super Sabre was lost during a Steel Tiger strike near Kay Bong, 30 miles southeast of Saravan.  Maj Boyle put his aircraft into a 45-degree dive at 500 knots but it was his by 37mm AAA forcing him to eject immediately.  He was later rescued by a USAF SAR helicopter. Joe Vincent is helping Don find info about this mission.  He believes that the first name is Ron or Ronald. Joe came up with this: Hi Joe, Good to hear from you.  All is going good here. It was Major Ron Boyle.  He transferred up to the 355th when Ben Hoa closed the F-100 operation there.  He was flying with Capt. Bob Hinkle.  They were in Laos (can't remember where).  Ron was not used to the threat environment in Steel Tiger.  Made kind of boxy patterns and used the same run-in heading.  What we think is that he got hit in the forward fuselage tank while going down the slide and the seat sequenced from the explosion.  He went out at about 500 per.  He landed in the middle of a 16 gun complex.  Bob made multiple passes, auxed the tanks when he ran out of 20mm, and then made dry passes.  Ron had to get over the nearest ridge line before they could get the Jolly Green in.  Hinkle was awarded the Silver Star.  Ron never flew again, to my knowledge.  It took weeks in the Philippines for him to recover.  He came back to Tuy Hoa for a week or two, then went home I believe. He was one lucky sob. Hope this helps. John Hunt   http://website56m.tripod.com/id49.html 56M was a pilot training class   Thank you for visiting our web site. We encourage you to contact us if you would like more information or are interested in joining the 56M Reunion. You may reach John F. Mitchell at:  Phone: (703)264-9609 Mail: 11713 Decade Court, Reston Virginia 20191-2142 Or send us an e-mail!  mitchelljf@yahoo.com Ronald F. Boyle Following graduation from UPT and after adding another set of wings to my uniform, I was assigned to Lockbourne AFB in Ohio as a B-47 co-pilot. Of course, we made some stops in between Del Rio and Columbus, Ohio. Everyone enjoyed Wichita in the summer, it was a good program and a pretty good place after tamales and beans. We of course loved the time in Reno at Stead AFB. Our team leader there was a squadron commander from MacDill AFB, I believe. He almost killed us with his travels up and down the mountains of Nevada and California. I swear that three-week encounter was about four months long. I became twenty pounds lighter and it almost killed me. The only thing I really took a lot of pleasure out of being there was I now had my wings and Quackenbush was still junior to me. I can still see the look on his face when I dismissed the morning inspection when he was out of uniform inspecting us. I, of course, started out as a back-seater on a RB-47. That's six F-86s in close formation. We were a smile for the camera gang and we saw some wonderful places and had a significant amount of excitement. I ended my co-pilot career at Stan-Eval. We of course spent many days in England and on home alert. England, during the Reflex experience, was a great chance to see and explore Europe on the R&R trips. I upgraded to Aircraft Commander and spent some time back in Wichita picking up my crew and doing the crew-training thing. While in Kansas our first child arrived. It took us about a year to get select status and then they did away with the spot promotions, a day late and a buck short. During this period a young lady arrived, on my wife's birthday and now we are four. In the early 60s the B-47 program was being closed and the personnel were being integrated into the B-52 program. I skillfully escaped and ended up as a pilot training instructor in 1963 at good old Big Spring, Texas. We had a great time there. The Viet Nam experience was in full blast and after my tour as an IP, Flight Commander and Section Leader my orders were to an F-100 transition school in Myrtle Beach, NC. I made Top Gun in Air-to-Air and Air-to-Ground. It was a blast, fun flying and great seafood. All good times come to an end and we were off to the 90th TAC FTR Sqdn at Bien Hoa. I ended up as the Ops Officer and at Bien Hoa we only flew in country. I took a golden beebee and ended up in the South China Sea for a little while and for a guy that does not swim, leaving that comfortable cockpit was not a joy. The departure was necessary, as I was fast becoming a passenger in a single seated airplane. Some nice Tech Sgt. in a Huey pulled me out of the water and they took me to Vung Tau for lunch and beer. In October of 69 the 90th was turned over to the A-37s and we were off to Touy Hoa. Now the missions were a little more complicated. I was again the Ops Officer and flew into the place we were not (Laos). I took a crazy pill one night and decided to fly with the Misty FACs for a couple of weeks, as they were short handed. One very large mistake, too close to the ground, not fast enough and too much FOD in the air that we could not outrun or outturn. In early December I took the second beebee (a 37mm round) at Chapone in a 60 degree dive that disintegrated my F-100 and left me in space with a blue, white and orange chute above my head. I ended up in Loas on a hill, just me, a .38 special, two or three radios and a fast set of feet. The FAC, a couple of Sandys and a Jolly Green insured that I got back to Da Nang in one piece. They gave me a beer getting off the Jolly Green and one beer later the Flight Surgeon had determined that I had been flying drunk. Luck was on my side and the Base Commander at Da Nang was an old friend from Lockbourne. He described the sequence of events and had that diagnosis changed. Two times in the chute and 18 1/2 years service I said thank you and asked to be sent home. I returned to Laredo, Texas as a T-38 instructor and flight commander. I retired in October of 1971. With no degree, a wife and two children and 15 years flying airplanes I decided to continue in that venue. Off to Grand Rapids, Michigan for a Lear Jet rating. Did you ever try a range approach in a Lear with a FAA evaluator who was gray headed and flew C-47s in WWII. It's like grease and oxygen; they are quite inflammable. We passed and received our type rating. Broyhill Furniture of Lenoir, NC offered me a position and damn if the chief pilot thought the only way to do an IFR approach was using a radio range. He also flew C-47s, me with 5000 hours in jets, he with 250 hours in a Lear Jet and he is instructing me about the dangers of high altitude jet flight. It was a great location and the people in the company were great so we listened with a great degree of intensity. My responsibility was flying the founder of the company J. E. Broyhill, who was 83 years young, around the southeastern states to golf outings, political meetings, social events and many times to LaCosta, Calif., which his wife loved. I finally got my golf game on track. The Chief Pilot retired and installed one of his buddies as the new chief so I started looking for another job. About the same time, 1975, Bonnie and I decided on a divorce. I found a job in Fort Worth, Texas flying for an individual who was really into oil, gas and cattle. I guess you would say a real Texan. He was a pilot (with 300 hours). He and I traded legs to ensure currency. He had a great set of hands but was a lousy co-pilot as most of his time was spent in twin Cessnas, a T-6, and a Bearcat. We had 16 great years. It was a private airplane and most of the time it was just he and his wife on board. They often invited my bride to accompany us as most of our flying was done on weekends. I had met a nice lady in NC after my divorce and we were married in 1977. During my tenure as the pilot for William Fuller we operated a Lear 24, Lear 35, Cessna 172 (to fly to one of his ranches), GII, Falcon 50, and ended up with a Hawker 800. I had a great time; he passed away in 1993 (his wife had preceded him in 1988). No boss, no job, 17,000 hours, gray hair and 61; no one was really interested so we hung up the gloves. I got bored very fast after traveling so much and being just busy. A friend of mine was opening a new insurance office in Winston Salem, NC. He invited me to join him as I knew many people in the state. It was a nice run for a couple of years but the travel back and forth got too much and we left that endeavor. I got bored again and my CPA arranged a meeting with a Miracle Hearing Aids franchise owner. I have been selling hearing aids ever since. I opened my own facility just a year ago and just enjoy the heck out of it. We really look forward to seeing everyone. I think it will be great to see all you old pilots. Ronald & Susan Boyle