Yannow...Sometimes there's a great convergence in the internet where, all of a sudden, your recommendations all revolve around a single subject. Youtube has several videos along similar subjects. You pull up a search engine and type the letter "W" and it immediately populates the results screen with exactly what you were thinking of. It's almost like they're tracking you.
Not that I'm paranoid or something.
Ok, maybe a little.
So...There I was * doing my daily perusal of the latest posting by Sarge. He seems to be on an artistic type binge. Bored or something I guess. Hasn't had anybody around to keep him on the straight and narrow for a while. Went off on a tangent and has been making blog headers for weeks now.
What's the count now? I think we've got one a week for the next 75 years or so.
However, evidently things have changed and somebody's trying to get him whipped back into shape. I managed to get a video of his training regimen.
All that having been said, several of the headers are really spectacular. One in particular I like (other than the obvious one...The Eagle). This one.
The header uses Charles Schreyvogel's "My Bunkie" painting. Schreyvogel was a self-taught artist and this painting, in 1901, earned him the Thomas Clark Prize from the National Academy of Design starting him on a successful artistic career.
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My immediate thought was that it's a heck of a lot easier to rescue your wingman when you're galloping along the ground at 30MPH and scoop your wingman up, than it is to be swooping along at 500MPH several hundred feet above.
But, his point was somewhat valid. Growing up in Fighters, it was drilled into me, "Never lose sight of your lead." Ever. No matter what. I actually had a lead tell me that "if my Lead hit the ground while I was in formation, there'd better be two holes."
The last flight of the T-38 Thunderbirds comes to mind.
However, while upgrading to flight lead, the corollary to the the wingman's rule was hammered home. "Never leave your wingman behind." Ever. No matter what.
So, I have somewhat of an understanding of the Cavalryman's train of thought.
Not having anything to contribute to that thread of comments, I went about my business and turned to U2B (as Prairie Adventurer likes to say). One of my recommendations was a History Guy video entitled "Jesse Brown and Thomas Hudner: A Tale of Two Pilots ". Since the lead picture was of a F-4U Corsair, I figured it would be worth spending 15 minutes to watch.
This is where the great convergence came into focus.
The event takes place in the Korean War. Ensign Jesse Brown was the first African-American Naval Aviator flying off the USS Leyte in Fighter Squadron 32. His flight lead is LTjg Thomas Hudner. They are flying sorties in support of Marines around the Chosin Reservoir. The Chinese have entered the war and vastly outnumber the Marines who are trying to retreat. It's winter, it's cold, even by Korean standards.
The Corsairs are flying Close Air Support for the Marines. After several passes, Ensign Brown radios that he's taken a hit and is losing fuel pressure. After trying to fix the problem unsuccessfully, Ensign Brown radio's that he's going to have to belly land the aircraft and does so.
Unfortunately, during the landing, the instrument panel breaks free and traps Ensign Brown's legs. Worse, the aircraft has started a small fire. (Fire and High Octane Aviation Fuel is NOT a good combination).
Lt Hudner does a low level fly by of the crash, see's Ensign Brown in the cockpit waving at him, so knows he's alive. The site is about 15 miles behind the enemy's lines, so time is of the essence. He explains the situation and a rescue helicopter is launched. However, it becomes apparent to Lt Hudner that Ensign Brown is trapped in the cockpit.
He elects to crash land his aircraft nearby and does so. Uninjured, he rushes over to Ensign Brown's aircraft and tries to extricate him, unsuccessfully. Radioing the other aircraft, requests that the helicopter bring an ax and saw to help with the extraction. Then he begins trying to put out the fire with snow, using his bare hands. Successfully.
The helicopter arrives and the pilot and Lt Hudner try until nightfall to extract Ensign Brown, unsuccessfully. They make the Ensign as comfortable as possible and plan to come back in the morning with better equipment to extract him.
The mission the next morning to extract is cancelled by higher headquarters due to extreme risk.
On September 15th 1952, another example of never leaving your wingman occurred. Lt Col Robbie Risner (Rise'- nur) was escorting Fighter Bombers attacking a target on the Yalu river, the border between North Korea and China. During the mission, they are attacked by Chinese MiGs. Risner engages then and is chasing one back towards its home base. Having scored multiple hits on the MiG, Risner chases it between hangar buildings scoring more hits. Eventually, he shoots the MiG down. It crashes into parked fighters.
On the way out of the area, his Wingman, Lt Joseph Logan, is hit in the fuel tanks by AAA (HISSSSS!) and is draining fuel. In an attempt to get him home, they climb to altitude. Risner then has Lt Logan shut down his engine. Risner gets behind him and sticks the nose of his F-86 in the F-86's tailpipe and begins to push him in an attempt to minimize his sink rate and get him within gliding distance of friendly territory.
Near an Allied occupied island in the Yellow Sea, Risner tells his wingman to bail out. He does, however, winds cause his chute to drift out to sea. On landing, he becomes entangled in his chute and drowns. Risner runs out of fuel shortly thereafter, but manages to dead stick his jet to a landing at Kimpo AB outside of Seoul.
I knew of Brig Gen Risner, through his exploits as a POW during the Vietnam war. I didn't know about this episode until I was "pointed" to it while viewing another little convergence recommendation.
I had heard about this next convergence episode while transitioning to the F-4, in 1978. Virtually all my IP's and IWSO's had combat time in Vietnam. Unfortunately, "Jimmuh" was in charge, so rules were plentiful and flying time was not. Neither of which were conducive to building combat skills. However, buying my instructor's a beer at the squadron bar would give me extensive lessons on what I needed to know.
One of those stories was known as Pardo's Push. The convergence here was a fairly recent article in the San Antonio Express News about the event and its aftermath.
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It's March 10th, 1967, Capt Bob Pardo is a pilot in the 8TFW (of which, both Sarge and myself are alumni) and is scheduled to fly as #2 in a 4 ship attacking a North Vietnamese Steel Mill. During the attack, both Pardo and # 4, flown by his friend Capt Earl Aman, are hit. Aman is leaking fuel badly and starts an immediate climb to altitude with fuel streaming from his aircraft. A fuel check shows that he doesn't have enough gas to exit North Vietnam.
Pardo maneuvers his Phantom under Aman's plane attempting to piggy-back it out of danger. He forgets that air rushes both under and over the airplane. As he makes the attempt, the airflow from Pardo's aircraft pushes Amans tail higher into the air, meaning the aircraft starts descending into Pardo's.
Oops.
Pardo backs out, and then has Aman lower his tail hook. The tail hook on the F-4 was a holdover from when the Phantom was a Navy jet. It's humongous.
Aman does and Pardo moves back into position and puts the tail hook directly on the front pane of the canopy. This section is very thick and supposedly bullet proof. The "lore" of this tale says that Pardo pushed Aman to safety this way.
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Pardo, in this article, says that very shortly after making contact, the canopy glass started to fracture, so he backs out again. Still not giving up ("Never give up, Never Surrender"), he moved back in. This time he positions the hook on the metal vent that is used to blow hot engine exhaust over the wind screen for rain removal and anti-fog protection.
(I used that once. It got very hot, very fast in the front seat. It was effective, but uncomfortable. 800o exhaust gas is somewhat...warm.)
Back to the story, juvat!
Aye, mi muy viejo sargento de la fuerza aérea!
This vent apparently is sufficiently strong, as they are able to progress towards Laos. Finally, near a Special Forces base, and almost out of fuel and altitude and having shut down one engine due to a fire, Pardo backs away and Aman and his WSO bail out. They are successfully recovered.
Pardo attempts to make it to a near by field, but flames out shortly thereafter. He and his WSO successfully bail out and are recovered.
When asked what the favorite part of this story was, Capt Pardo replied “Lucy may tell you she thinks it’s wonderful because Earl came home and they got to have two sons,”
Lucy is Capt Aman's wife.
Now for the (as Paul Harvey might say), the "rest of the story". Lt Hudner received the Medal of Honor for his actions with Ensign Brown. Ensign Brown received, posthumously, the Distinguished Flying Cross. Brig Gen Risner would go on to receive 2 Air Force Cross medals in Vietnam, the first for Gallantry in Air Operations, the second for his actions as a Senior POW. I also detailed a similar rescue last month which resulted in Major Bernie Fisher receiving the Medal of Honor for rescuing his wingman in Vietnam.
Well...what about Capt Pardo, juvat?
Capt Pardo ran afoul of the 7th AF Commander, Gen Spike Momyer (MO' my-er), who wanted to court martial him for his actions. Shoe Clerks** got to shoe clerk. Capt Pardo's Wing Commander, Col Robin Olds went to bat for him. Momyer agreed not to court-martial him if Col Olds would not put him in for a medal.
That was that, until well after the war. Capt Pardo's story was becoming well known among pilots and reached the ears of Senator John Tower, R-TX, who asked him about it. After hearing the story, Senator Tower recommended that Capt Pardo and his WSO be awarded the Air Force Cross. In 1989, they received the Silver Star as did Capt Aman and his WSO.
I think the Cavalryman in the Painting would approve of these warriors.
* Standard Juvat Caveat
** There are two kinds of people in the USAF. Fighter Pilots and Shoe Clerks. A Fighter Pilot puts the mission and its people first. Shoe Clerks put themselves first. Many pilots who fly fighters are Shoe Clerks. Many folks that don't fly fighters are Fighter Pilots. This is the USAF translation of Pournelle's Iron Law of Bureaucracy.
