Rest In Peace!

Company A

227th Assault Helicopter Battalion

1st Cavalry Division (Airmobile)

Rest In Peace!
by UH-1D IP WO-1 John L. Keller, 1st Flt Plt, A/227

This is the hardest story I have yet to write, because in its truth, I may have been able to save those involved with a demanding, outspoken communication. Perhaps my writing this rather than reciting it makes it easier to digest after almost 42 years. It was our second flight from An Khe (Golf Course) to the Bong Son area on 9 October, 1966. The lead aircraft of the First Flight Platoon, two ship formation was 65-10066, flown by CPT (P) Pierce I. Robertson and WO-1 Paul Lund. The almost new, UH-1D was crewed by Crew Chief SP-4 Richard Strubbe and Door Gunner SP-4 James Leo Hatton. I was flying 63-12959, a veteran UH-1D that had served proudly in many operations and missions with the Company. WO-1 William S. Robertson was my copilot for the resupply flights. Normally, the Crew Chief was SGT Daniel J. O'Connor, but this day another unknown C.E. was on board while SGT O'Connor took some troops to town for a "haircut." To this day, I cannot recall who my C.E. and D.G. were on that fateful 9 October day of 1966. Perhaps, someone can read this story and fill in the blanks.
We had operated from the Golf Course area to pick up mail, replacement troops and other supplies to take out to their unit in the Bong Son Plain. Our trips in the morning were fairly benign, but my ship did spot a green tracer round fired at us on our last flight to the area before noon. We had come back to the Company area to have lunch and then pickup more supplies and troops for the first afternoon flight. As usual, the afternoon heating action had built clouds over our previous out and back route. With our two ships loaded and headed for the usual passage over the hills, we saw clouds all the way to the hill tops. Skirting to the south, flight lead in #066 decided to fly through An Khe Pass. The clouds seemed higher there, at first, but as we approached closer, they were hugging the terrain.
As I went "trail," I could see through the Pass to the other side and I assume that Captain Robertson and Paul Lund had seen the same sight? We had all of our lights ON; especially the landing and searchlight shining straight ahead. There were many Army supply, flatbed trucks driving through the Pass westbound with their lights ON. As #066 entered the Pass and over the highway, it seemed that the rotor blades sucked the clouds around them and then, "POOF" they disappeared! Just a few seconds before, I had looked left and saw the clouds lifting in the area about one "click" north of the Pass. As I continued forward, I could just make out the rotating beacon of #066 and I saw commo wire strung above the road between the two guard posts. I was still able to see the road and through the Pass, but just barely. I was over a truck when I went "POOF" and into the clouds. The same rotor action had brought the clouds down around #959 and I pulled pitch and attained 60 knots while climbing straight ahead through the clouds. I was hoping for some word from #066, but both Robertson and I were working as a crew to keep #959 on a constant heading and under control. "Little Robbie" as he was called, made a few calls to #066, but NO REPLY! At 3,500 feet we broke out into scattered clouds and brilliant sunshine. We were about three miles due east of the Pass. What a relief that was! We circled the area and kept calling #066, but to no avail. While still high enough, we called back to A Company Operations and asked if they had heard from #066. They had not heard anything at that time. I let them know that they went IMC in the Pass and that I was going back into the area and to send one or more aircraft to assist in the search.
Our crew decided that I should get back under the cloud layer while in the clear area and head back up the highway to search for #066. We descended rapidly and followed the highway to an area where the clouds were right down on the road. Our rotor blades were about one foot or less from the rock and dirt on the left side of the road. Our skids, at times were scraping along the oiled rock and dirt. I did not want to get back into the clouds without direct reference to the road. There was a convoy continuing up the road toward the top of the Pass. I flew over some of them while the Crew Chief, Door Gunner, and WO-1 Robertson were giving me clearance dimensions on both sides of #959. At a few places, we actually chopped some small brush on the side of the road. My main concern was not to hit the rocky side and become another statistic!
I continued at a turtle pace to a point where the supply trucks were stopped. There, we set down on the road and looked ahead and to the right to see a smoky fire and heard ammo exploding. Now, we knew the fate of #066! The troops I had on board jumped out along with WO-1 Robertson and our C.E. and Door Gunner. I stayed at the controls with the engine at idle. While there, others were bringing some injured to our helicopter. An MP vehicle brought Crew Chief Richard Strubbe to #959. They had recovered him when he had rolled or crawled down the hill to the lower portion of the twisting road. When I had my crew back on board, I also had Pilot, WO-1 Paul Lund, a Sergeant Major, and other injured from #066. I now had six from the crash site on my bird. I was informed that Captain Robertson and Door Gunner James Leo Hatton had not survived!
A Company Operations had sent a helicopter and crew from the Golf Course to assist in the search. I had to inform Captain Primm and Captain Smith that there were at least two dead and I was ready to back down the road to take the injured to the hospital at Qui Nhon. They flew over the top of clouds at over 4,000 feet and were going to circle out in the clear to the east of the Pass. Rich Strubbe was setting next to my C.E. and I asked him some questions and he had to hold his head in both hands to be able to speak with me. Paul Lund was holding what appeared to be a fractured wrist. I continued to back down the road because there wasn't a place to turn around. At a point about 3/4 miles below our loading point, I was able to turn around and head below the clouds and down the road.
When we had a chance, I started climbing and told the other bird I was headed as fast as I could to the Qui Nhon Hospital. The broken clouds and sun to the east were a welcome sight! As I neared Qui Nhon, I radioed the tower at the airfield to get the FM frequency of the Hospital. I called the Hospital and explained that we were "inbound with injured" from an aircraft accident and gave them my ETA. They responded by stating, "Stay clear, this pad is for MEDEVAC ONLY!" I responded by saying, "I will set down and you better have medical help immediately available!" Rich Strubbe, with what later was diagnosed as a broken neck, walked into the triage area without assistance! Paul Lund was holding his wrist with his other hand and the Sergeant Major was barely walking with broken ribs and other multiple broken bones. This was the Qui Nhon Hospital at their "very best!" No gurneys for my passengers! This was not the first or last time that injured troops on board my helicopter were refused attention at a hospital, MEDEVAC pad! We were low on fuel, so it was a quick flight over to the POL area.
The next day, a group of us from the Company flew down to the Hospital to see Strubbe and Lund. What a sight Rich Strubbe was with a metal frame screwed into his head and a confirmed "broken neck!" For the difficult rescue along the road to the Pass, I was recommended for the DFC, but it was denied. I didn't do what I did to get one, but was glad my crew and I could save so many. If only I had demanded we turn around before entering the Pass!