Dale Dow: Chart provided by VHPA is not 100% accurate. Provide corrections where you can.
Comments: Bruce Powell, Mike Vaughn, Pat Eastes, KC Allcock, Bob Taylor, Brian Harrison, Tom Meeks, Dale Dow
Bruce Powell: This will be of great assistance in helping us get some of our memories straight.
For me it is important because it proves that my Cobra 540 really did exist (I was questioned about that number by a 334th guy who said there was no Cobra tail number like that listed.).
However Dale is right about checking the accuracy on some of them. We received word that our new Cobras were due in on 14 May 1968. There were initially nine on the list, but political battles were being fought over how many of them D Troop would receive. They came in late. I went to Vung Tau and picked up the first Cobra (540) to arrive for the Division on 30 May. I test flew it after it was unloaded and assemled from the Corpus Christi Bay ship. I flew 1.3 hours that day. Damn near wrecked the thing trying to do all those test pilot maneuvers.
Mike Vaughn: The dates these helicopters entered the unit is way off. They were in D Troop when I arrived in Nov 1966 and had been in service for some time. The "Finished in Unit" data is also off.
65-09658, 65-09659, 65-09660 (lost in a crash in The Devil’s Playground), 65-09661.
I’ve found the data on the VHPA CD concerning aircraft is not very accurate.
Pat Eastes: Mike is correct. I don't know where this data came from, but a lot of it is wrong, at least for the B and C models. At least, it did jog my brain as to some of the tail numbers, so it isn't a total bust.
Allen "KC" Allcock: These numbers with 65- were all deros by the time I got there in “69. The last Charlie model went out just before my time, and we had the Cobras, which tail numbers began with 67 or 68 if I recall correctly. As far as the slicks go, I am pretty sure our “D” and “H” models began with nothing earlier than 67, including Stable Boy I, which was about the oldest aircraft we had.
Bob Taylor: If my memory serves me well. 520 was the replacement ship for the one we lost in December ’67 with 4 KIA’s (65-09468). It’s nickname (520) was “The Beast”, painted in red on both Pilots doors. She was in the revetment right next to 444. I think she came into the Troop around January/February ’68. She got the nickname “The Beast” because she had the strongest engine of all the C models. Photo of the Beast is at slideshow "R1-1_085".
Brian Harrison: UH1-H 16286 was transferred to the 1st VNAF after F/4 stand-down (so left behind)
Tom Meeks: I took a look at the aircraft numbers list and 552 was not listed. 552 is the Cobra that moose and I wrecked. I confirmed that when you posted pictures from Mike Galloway/Jim Filiatreault slideshow. It is picture MG-28. Also see accident report below.
Dale Dow: AH-1G 67-15552 wasn’t in the list because the US Army Goldbook (master listing of all Army aircraft) doesn’t show 552 as being assigned to D-3/4. The VHPA data base has the following:
Helicopter AH-1G 67-15552
Information on U.S. Army helicopter AH-1G tail number 67-15552
The Army purchased this helicopter 0368
Total flight hours at this point: 00000130
Date: 08/18/1968
Accident case number: 680818051 Total loss or fatality Accident
Unit: D/3/4 CAV
This was an Operational Loss caused by an accident by Accident with the mission function of Armed Helicopter (having primary weapon subsystems installed and utilized to provide direct fire support)
The station for this helicopter was Cu Chi in
Casualties = YES . . Number killed in accident = 0 . . Injured = 1 . . Passengers = 0
Search and rescue operations were Not Required
costing 318707
Source(s) from which the incident was created or updated: Army Aviation Safety Center database.
Helicopter was recovered
Crew Members:
AC W2 MEEKS TV
P O3 MARCINKOWSKI GC
Accident Summary:
At approximately 0215 hours, the aircraft departed Cu Chi as the lead aircraft of a two gunship light fire team. The trail aircraft was a UH-1C. Approximately 20 kilometers from Tay Ninh City, the aircraft commander made radio contact with the supported unit and received grid coordinates, call signs and radio frequencies which he was to use during the mission. From the time of the aircraft's departure from Cu Chi base camp, the crew members state, the weather was marginal with a ceiling of approximately 1000 feet. They also state the cloud ceiling lowered approximately one half the distance to the objective area, forcing them to 700 - 800 feet of altitude. After receiving the coordinates, frequencies and call signs, the aircraft commander turned the controls of the aircraft over to CPT Marcinkowski, so he could plot the coordinates on his map and then change radio frequencies. After making one change in directional heading to avoid impacting artillery, CPT Marcinkowski states he set the aircraft on a heading 270 degrees and placed the distance lights of Tay Ninh City at his 12 o'clock position. Both pilots state that during this time they were flying through a light rain. After several minutes of working with his maps in the rear seat of the aircraft, the aircraft commander replaced his maps in the cockpit and started changing radio frequencies to the designated frequencies. It was at this time he noticed the altimeter of the aircraft was reading between 100 and 200 feet of altitude. Realizing the terrain near Tay Ninh City was approximately 100 feet of elevation, CW Meeks reacted instantly by assuming control of the aircraft, notifying CPT Marcinkowski, that he had control of the aircraft at the same time he took control, and immediately executing a cyclic climb. During these few seconds, the aircraft struck the large rubber trees of the rubber plantation in a nose high attitude. Continuing to execute a climb out, the aircraft continued to drag in the dense tree tops in a nose high attitude for a short period and then ascended a few feet above the trees. At this time the aircraft commander attempted to continue to fly the aircraft and gain altitude by increasing collective pitch. The crewmembers stated the aircraft began to shudder and shake violently with pitch application and to lose operating RPM. Again reacting instantly, the aircraft commander executed a cyclic flare and reduced collective pitch, zeroing out forward airspeed and allowing the aircraft to settle into the trees in a tail low attitude. The settling impact of the aircraft was partially cushioned by the dense tree top canopy of the rubber trees. During the initial impact of the aircraft into the trees and the subsequent flight path through the tree tops, CPT Marcinkowski, the pilot, suffered corneal abrasions of both eyes, causing by the shattered canopy, minor cuts to the face and a bruised leg
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