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Rest Break

By Howard Malone

(c) 1997

Have you ever reached the point during your tour of 'Nam that you just had to have a break? When your body had reached the point where it was an extreme effort just getting get out of the bed you entered a couple of hours before? When preflighting in the dark and flying all day into the dark again, returning after scheduled meal hours was almost a daily occurrence? When cleaning weapons in the night and trying to keep the ships ready for the next day's operations became a contest between mission and rest for the body? When maintaining a tight formation, dodging stumps in a hot LZ or providing close support to a flight of slicks when you were too tired to think straight because of the persistent fatigue? Well, that was the condition of the Robin Hoods/Crossbows in the early summer of 1966.

The 173d AHC arrived in country by ship as an organized company but without all authorized equipment. The company roster did include the required number of pilots, although the rank structure was extremely top-heavy with over thirty five assigned. Almost immediately the "infusion" program began. That program caused the exchange of pilots and other personnel from new units with personnel from units with in-country experience. The purpose was to prevent a unit from being completely depleted of personnel as the 1 year DEROS arrived.

The "infusion" program became our "exfusion" program as the senior majors found positions more commensurate with their rank in the rapidly expanding aviation presence in Vietnam. As the flying requirements increased the number of assigned aviators decreased, resulting for more flying time for all of us. My flight records show 27 entries for June alone. Almost all aviators were averaging over 100 hours a month and one pilot had over 140 hours. Although a few new aviators began arriving from the US, we (pilots ,crews and maintenance personnel) were approaching a state of exhaustion.

The situation continued until our flight surgeon reported his concerns to 11th CAB (Combat Aviation Battalion) command. As a result the company was declared "combat ineffective" and all pilots were grounded for 48 hours.

Now the fun begins.

What does a unit do when there is no mission, nothing to do, and no place to go? That's right! PARTY!! Our supply officer, Major Lehman Busby had traded (probably helicopter lift support) for a "ton" of steaks, enough for everyone! As we arrived home for the evening, seems everyone gravitated to their respective clubs and began to eat and relax. Drinks flowed freely as tension and stress was released after months of intensive fighting. By 21.00 hrs most of us were "feeling no pain."

I remember sitting with Tommy Palmertree, First Platoon Leader, on the damaged rotor blade which served as a rail for the bar, watching the activities, which consisted of eating, drinking and flirting with the waitresses. (I think it was the same rotor blade I used to “Chop” my way out of a confined area in a UH-1 overloaded with captured VC rice)

OOOGGGAAA OOOGGGAAA "What's that?" "The operations alert horn." "It can't be “We're grounded for 48 hours." It WAS the alert horn, a small unit was under attack in its Night Defensive Position and in danger of being overrun south east of Lai Khe. It was a Tactical Emergency (TacE) and the 173d was the most available unit to respond.

Major Glenn Ebaugh, Robin Hood 6, had fortuitously earlier directed that aircraft and crews be assigned "just in case". The pilots rushed (staggered?) to operations for the briefing while the enlisted crews prepared the aircraft for flight. Picture this: ten slicks and two fire teams being flown by pilots in various stages of inebriation, a steady rain, low clouds and fog. It was a miracle that we made it out to the runway for line-up without hitting revetments or hovering into another helicopter.

On the company FM net we were instructed to go to flight idle while RH 6 coordinated the pick-up of the infantry, the LZ location and status of the unit under threat. I remember thinking, "We are all going to die." I was sure that if there was not a mass meshing of blades by incapacitated pilots, the current IFR conditions would get the rest of us as we flew into the fog and clouds. To a man, however, we would have followed Major Ebaugh into whatever situation he led us. Several did not like him, but all respected him.

After a wait, which seemed like hours, we were instructed to shut down in place on the runway, but stay with the helicopters. The situation had improved on the ground but was still dangerous. We waited nervously for about an hour until word was passed to leave the aircraft in place but return to our bunks. We tied the blades down, leaving the weapons and other gear on board and returned thankfully to Sherwood Forest. I don't recall anyone returning to the clubs. We had enjoyed enough "fun" for one night.

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