Page January—February 2016 Issue #125 The Mohawker

The Mohawker Newsletter of the OV-1 Mohawk Association

w w w . o v - 1 m o h a w k a s s o c i a t i o n . o r g

I n T h i s I s s u e

Robert C Keller KIA by Brenda Curkendall, Author and Mohawk Pilot 1-4 The Barkley Files 9

From the Left Seat 5 The Barkley Files Pictures 10

Newsletter News! 5 Association Directors/Contacts 11

Photo Album 6-7 Mission Statement 11

Mohawk Mail 8 OV-1 Mohawk Membership Application 12

This newsletter is the sole property of the OV-1 Mohawk Association, reproduction by any means is not authorized without written permission of the Board of Di-rectors. Permission may be sought by writing to the Executive Director, OV-1 Mohawk Association, 4305 North 12th Street, Quincy, IL 62305. The OV-1 Mohawk Association is a nonprofit, tax-exempt corporation, per IRS 501(C)3. Donations are tax-deductible.

Date of Birth: May 31, 1941 Date of Casualty: Oct 16, 1966

A Tribute to Lt. Robert C. Keller, KIA

Photo: Carl A Weaver

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Lt. Robert C. Keller Story

Vietnam was an era of rock and roll music; daily rains aka downpours, 100% humidity, soldiers doing a job often creatively, and mortars being lobbed into compounds. It made a challenging environment, with added stress from incessant military aircraft equipment upgrades and modifications requiring endless nightshift maintenance scrambles to keep the aircraft mission-ready. Mohawks in Vietnam were a classified mission, some Secret, some Top Secret. Pictures and videos are a rarity as a result. The mission provided close and responsive intelligence and even air combat support at times. The Air Force was at constant odds with the Army over 'capabilities', as they insisted that it was 'their' purview to provide ground forces combat air support. Mohawks were already on-scene and ground commanders loved that they could get 'instant' fire support from an overhead surveillance Mohawk, which greatly beat 10 minutes after calling the Air Force. Pilots and Technical Observers (TOs) loved the Mohawk. They loved the bird as it was a total kick to fly. Many mission flights were low, flying along the rivers, looking 'up' into the trees to spot the Viet Cong (VC). Sometimes the planes arrived home with trophies… branches and leaves jammed in the moving control parts of the airplanes; sometimes they returned home with decorations… extra holes from enemy fire. Sometimes, when the pilot had enough of the heat, they'd climb to altitude to cool off, literally. Considering the heat and humidity, inside the cockpit of a Mohawk was a sauna, especially flying low level! Some missions were night flights, others were morning or daylight flights, depending upon the reconnaissance needed: Infrared (Red Haze), photo nose and belly cameras, SLAR - Side Looking Airborne Radar which detects 'movement' and 'direction' and 'speed' in real time. Some of the Mohawks were armed. It was definitely a kick to fly. It was even fully aerobatic for full escape and evasion capabilities. Right seaters, the Technical Observers (TOs), had mission equipment in front of them. In some models it was a console between their legs and the pilot had the only flight controls in the aircraft. Both sat on extremely hard seat pans which covered ejection seats, their means of escape in an emergency. The props were too close to exit out the side hatches. Ejection was the only option. It was a team.

It was in this environment circa 1966 when Lt. Robert C. Keller joined the 73rd Aviation Company (Aerial Surveillance), Vung Tau. The 73rd Avn Co (AS) went from a total of nine aircraft at the beginning of the year to twenty OV-1's authorized by June of '66.

Besides flying the Mohawk and performing intel surveillance on the Viet Cong, Robert (usually called Bob) also coordinated with Intelligence/J2 in Saigon. Bob had a very nice leather briefcase that he used when he was in Saigon. His transportation was the 3/4 ton truck that the 73rd had in Saigon for the use of their pilots during their liaison stays in the city. Bob left the briefcase on the seat of the 3/4 one night. The next morning, the briefcase had a perfect cut around three sides and a hand-written note on it that said, "Lt Keller, the next time that you leave your briefcase in your truck, leave it unlocked." and was signed by the EOD Officer (Explosive Ordinance Disposal). It had been deemed a suspicious package and treated as a bomb. Oh the hardships! Robert lost his favorite nice new leather briefcase!

"Launching a Mohawk was relatively simple. We would assist the pilot with a pre-flight inspection of the aircraft, which included a "walk-around" exterior examination, fluids check, tires, props, etc.. With our assistance, the pilot and observer would then enter the aircraft and play around with all the knobs and switches for a few minutes (right after the crew entered the aircraft, we would stow the telescopic foot ladder). Then the pilot would indicate that he was

ready to "start" the big powerful Lycoming T-53-L-7 turbo-prop engines. We would indicate that all is clear while standing by with a fire extinguisher (just in case).

To the best of my memory, I don't think we ever had to use a fire extinguisher for an engine- start related problem. Sometimes... depending on the status of the aircraft's electrical system, a power assist would be required to help in starting the first engine. This was done with an "APU" (auxiliary power unit). The APU would "plug-in" to a receptacle in the battery storage area, on the pilot’s side of the aircraft, just behind #1 engine. This would involve starting #2 engine first. Once #2 engine was started, the APU line was un-plugged, and the #1 engine was started with electrical power coming from the "running" #2 engine.

Once both engines were started we would walk out 20-30 feet directly in front of the aircraft and go through a series of hand signals to verify proper operation of all flight control surfaces. Once this was completed, the aircraft was ready for flight... from a mechanic’s point-of-view, that is. As soon as the pilot signaled that he was ready to "leave" - we would assist (with hand signals) him in exiting the "revetment" parking facilities. He would then taxi down the nearby taxiway to the end of the runway. At this point... he would get final takeoff clearance and/or instructions from the tower, then maneuver his aircraft into proper alignment on the runway for takeoff. It was always an exciting moment... watching the Mohawks take off into the night... on another mission." - John Akers

The pilots, TOs, and crew chiefs put in herculean hours to meet mission assignments. Many pilots did two tours in Vietnam. The 73rd flew an incredible number of sorties and hours in 1966. Their effect on the VC was very visible. Ground commanders loved the Mohawk!

Down-time was needed to offset the work stresses. During off-time, the personnel of the 73rd would sometimes find their way a few miles away to the Australian held Vietnamese beach, Back Beach, a real vacation paradise of glistening white sands and lapping ocean waves against the shore with GI's sunbathing, plus the Aussies had bars and even an Aussie PX to boot!

"When the shift was over... several (if not all) mechanics would go over between the hooches and drink beer for a few hours then go to bed. It was always difficult to sleep in the hooches during the day because of the noise from the nearby airstrip and the always present heat. Sometimes a small group (2-3) would venture off base - down into the village for a visit to the local bars. Then there were times when we would head out to "Back Beach." That was one of the advantages of working the night shift there were many times when we would go to the beach and play all day. Yea, Back beach was an incredible place, considering where we were at and what we were there for. We would spend most of the day at Back Beach when we would get tired, we would go up into the grove of trees at the Australian "secure" beach area, and take a nap. The beach was always secure and we never had anything to worry about." - John Akers

Lt. Robert Keller was special; he was different. He also volunteered at and supported a local orphanage. Robert already had two young children stateside, Lory (age 2) and Robert III (age 3), and a loving wife. Yet, he had planned on adopting a Vietnamese orphan too. Robert was used to going above and beyond. Robert Keller was an achiever, a giver, a caring person.

Mohawk missions in the 73rd were intense. The Mohawk A Models were armed, had dual controls and flew missions in pairs. The two

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were flown in formation. Some crews flew twice a day for 3 1/2 to 4 hours at a time. These were daylight visual recon missions flown at low altitudes of 1000 to 1500 feet and that altitude was usually too low to safely recover from a mishap.

On Oct 16, 1966, Lt. Robert Keller was on a daylight recon mission, flying as flight lead in aircraft OV-1A, 63-13130, in a formation of two OV-1’s. At that time formation training and knowledge of aerodynamic affects of aircraft in close proximity training were inadequate. The accident report stated:

"Crew of No. 2 (Mulvanity) aircraft in formation of two thought they detected an electrical fire odor. Pilot asked flight leader to drop behind and check for smoke or fire. Neither was visible. No. 1 (Keller) then passed under No. 2 to regain original formation. Vertical stabilizer of No. 1 collided with underside of flaps and right inboard aileron of No. 2 and damaged right propeller, right cockpit hatch, and underside of fuselage and wings. Tail section of No. 1 separated and aircraft entered steep dive, exploding on impact and killing pilot and observer. No. 2 landed without further damage. Caused by pilot of No. 1 (Keller) aircraft passing directly below and close to No. 2 aircraft. Other factors were (1) failure to maintain continuous visual contact in close formation, (2) failure of flight leader to establish safe procedure for changing positions, and (3) lack of knowledge about aerodynamic effects produced by two aircraft in close proximity."

As a result of a mid-air collision with another Army OV-1A Mohawk Aircraft from the 73rd Aerial Surveillance, the TO Lt. Albert G. Hallowell, U.S, Navy, and Pilot Lt. Robert Critchley Keller II, age 25, were fatalities on Oct 16, 1966 in Kien Hoa Province, Republic of South Vietnam.

Lt. Robert Keller is fondly remembered…

"Just found out about this memorial. I was in Avionics Repair and for a while he was our OIC (Officer In Charge). He found out that I loved to fly and would take me on test flights whenever he could. He was the best officer I served with in 8 yrs. He was as friendly and kind as he could be." - Nickolas F. Zara

"I too was on duty that dreadful day. Lt Keller was one of the most popular Officer/Pilot and Friend to the enlisted men of the 73rd during my tour of duty from 1966 through 1967. 41 years have passed since that day. I often pause and think about Lt Keller and how he always had a smile for everyone and his wonderful humor over the radio after the conclusion of a mission. He managed to have a few minutes to ask "How are you doing?" That alone was showed the character of this fine Officer and he was respected and appreciated by all of us who knew him. RIP Lt Keller" - James J Dooley

"I was an Photo Interpreter in the Imagery Interpretation Section of the 73rd from February 1966 to Feb 1967 and had flown as an observer with Bob. I was on duty on the afternoon that Bob's aircraft was involved in the mid-air with the OV1-A being flown by Capt. Mulvanity. It does not seem like forty years ago! Seeing this web-site brought that whole terrible afternoon back like it was yesterday. I still remember Bob's smile for everyone and his sense of humor. He was a talented pilot, and used to delight in flying and trying to scare the Observers....at least this one." - David M. Lamb

"While not a close friend, I still remember Bob during our four years at Lafayette he was the type of guy that everyone looked up to- He was well accomplished, energetic, motivated and a natural born leader. A person you could not help but admire. After all these years I still remember him well and he served as an honor to his Country. May God bless him." - Frank Lehmann

In January 2015, Lory Keller received an unexpected postcard and she was totally surprised by the invitation to attend the 'Annual Mohawk Reunion'. She decided to go to the San Diego 2015 reunion! It presented an opportunity to meet people who knew her Dad. It represented an opportunity to address "The Loss" she feels. She was greatly overwhelmed by the memorial for her father. She felt a swell of pride. The reunion room was full of folks full of empathy. Lory saw her Dad recognized. The surprise, the incredible warm welcome, the Missing Man table, the empathy and support she found for the first time in her life brought her to repeated tears of joy. The members there were likewise moved by her and her search for their memories of her Dad. After the reunion many Mohawkers searched their old files and pictures. Norm and Ruth Bowser found an in-the-cockpit video of Robert Keller. They made a DVD of it and sent it to Lory and her brother Bob. Lory has no memory of him and this was the first time she had seen him “alive”! It was the seeing him as he looked when he was alive that "took her breath away"!

Her Dad, Robert Critchley Keller II, was a very smart man. He made it look easy. He played guitar, did wood carvings, and was handsome. He was great in high school. He was President of his Class, Captain of the Football team, loved by everyone. Robert graduated Class of 1959 at Camp Hill High School, Camp Hill, Pennsylvania. He went to Lafayette College PA. Keller was active in dozens of activities during his years at Lafayette. He played varsity football and was a member of the ice hockey club. To afford college, Army ROTC provided the much needed financial supplement. He was a class officer twice: first as vice president of his freshman class and then again as vice president of his senior class. He was president of the Maroon Key Society, President of the Kappa Sigma Fraternity, distribution manager of the Mélange, the college yearbook. He also was a member of the Knights of the Round Table honorary organization, a member of the Varsity L Club, treasurer of the Lafayette chapter of the American Society of Mechanical Engineers, a member of the Scabbard & Blade Society, and was listed in Who's Who in the American Colleges and Universities. He was also designated a Distinguished Military Student. During college, Robert got married and had a baby boy, Robert Critchley Keller III. Robert's religion was Missouri Synod Lutheran and he attended Trinity Lutheran Church. In 1963, Keller received a Bachelor of Science degree in Mechanical Engineering. Upon graduation, Robert went on to become an Army aviator at Ft. Rucker. By the time he went to Vietnam, Robert Keller II had two children, Robert III age 3 and Lory, age 2.

Lory Keller is also an achiever. Lory's love of writing earned her 1st prize at an Annenberg School of Communications contest her senior year of high school. It was a paper on the negative influence of TV commercials. That and her careers with Xerox and Blue Shield helped her garner her first position with the PA State Senate as Research Analyst. Lory went on to serve as Director of Public Relations for the Majority Whip and then on to Speech Writer for the caucus. She is proud of her work history, but most proud of her service with the

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Lory Keller

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Senate.

Lory's brother, Robert C. Keller III , as a young man, played football (like his father), and loved lifting weights at the gym. Like his father, Bob was musical. He played multiple instruments. He played trombone in the orchestra and symphonic winds as 1st chair. Yet, he never took his trombone home to practice, and for a competition sent in a video tape which he sight-read once, then recorded the piece and won 1st chair for that as well. Robert III finished college later in life. Grad School was a point of personal crisis (divorce), yet, 'something in him made him get up and go'. A friend pointed out, "You're a survivor!" As such, Robert finished grad school as the "Outstanding Student of the Year" from Cal State Fullerton with a Master's Degree in Bio-Mechanical Engineering. Remember, his father earned HIS degree in Mechanical Engineering! Robert III had the nature of Robert II! He just lacked the nurture and nurturing. It was the mentoring by veterans which have helped and guided Robert along the way. His father's touch is felt though the brotherhood of veterans.

It is hard for children ages 2 and 3 to ever have an adequate grasp of their loss, and an opportunity for healing though the grieving process. Sadly, in her grief, their Mom never talked about their Dad which left a huge hole in their lives. When Bob died he left behind a docile white German Shepard named Tonya. Tonya was a big part of Lory’s life as she grew up. Tonya was her link to the father she could not remember and their bond led Lory to a lifetime of loving and rescuing dogs.

Instead their loss festered for a lifetime. It is only with the advent of Bob's own son that he learned of what he had missed. As a Dad, Robert (III) shares 'Grandpa' in-memorium annually every October, the month their father died. It is a horrible month for both Lory and Robert. They both deeply desire to know more about the man who was their Dad, what he did, what he accomplished, what he was like.

Both are extremely grateful to the Mohawk Association, that first postcard and its supportive members for the help to connect with their Dad, and finally start healing. Robert and Lory are both looking forward to the Washington DC Mohawk Reunion in 2016.

"Many, many thanks to the OV-1 Mohawk Association (the Board and members), Paul Jacobsen, John Bosch, Norm and Ruth Bowser, Carl Weaver, Brenda Curkendall, Tom Hummel, Mack Gray, George Krejci, and other incredibly kind and generous Mohawkers and others who are helping me realize my dream of connecting with my father in a way that is meaningful, truthful and historical. I'm so very grateful to have had the opportunity to attend the OV-1 Mohawk Association's 26th Annual Reunion this past October in San Diego. It was, for me, a life changing experience - and long overdue. Stay tuned for photos and more from my very first Annual Reunion. It was such a fantastic experience, I'm already looking forward to the 27th Annual Reunion in Washington D.C.! Please be sure to visit the OV-1 Mohawk Association website for more on a wonderful American organization of which I am very proud to be a member" - Lory A Keller

"I am so very grateful for this wonderful article about Dad. There's more content than I've received in a lifetime of being his son." - Robert C. Keller III

Lieutenant Robert Critchley Keller served his Country, the Army and the Men he served with, with courage and honor. Lt Robert C. Keller II had distinguished and meritorious service to his Country earned him the following awards:

Purple Heart for wounds received

Air Medal with V Device

Air Medal with 7 Oak Leaf Clusters

National Defense Service Medal

Vietnam Service Medal

Vietnam Campaign Ribbon

Meritorious Unit Commendation

The Republic of Vietnam, Military Merit Medal

The Republic of Vietnam, Gallantry Cross with Palm

Yet, Robert Critchley Keller II greatest achievements were his children, Lory and son, Robert C. Keller III! And what will we tell his grandson Tiger when he is old enough to understand? We will tell him that his grandfather died while trying to protect two other soldiers.

Photos: Lory A Keller Robert C II Robert C III

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From the left seat

Newsletter News! This newsletter is our way to communicate with all of the members. It is also designed to do triple duty. If you look at the bottom of page 12 you will see a membership application form. That form is a recruiting tool. Every time we publish an issue someone new discovers this newsletter and that informs him that this Association is in existence. If he likes what he reads

then he may fill out the form, send it in with payment, and then we have a new member. Please take it upon yourselves to send copies of the newsletter to prospective members and some of them will join the Association.

The other thing it does is to help remind members if their membership is about to expire. If you receive your newsletter via snail mail then look at your name and address on the mailing label. The first line will be your membership expiration date. If you are due to renew in the reasonably near future then be kind and send in your dues ahead of time. Send them to Tom Gallucci, address in the paragraph below. This will save us the cost of mailing an invoice to you. If we can eliminate only 100 invoices then we will have saved over $50. It will also free Tom Gallucci to do other important things for the Association.

Help us save a buck! If you choose to receive your newsletters and other communications from us by email then the cost to the association goes way, way down. It is almost infinitely cheaper to reach you good folks by email. (One problem with emailed newsletters is that 20% to 30% of the newsletters that we send are never even opened.) If you wish to receive your newsletters via email and you promise to open them then contact Tom Gallucci, 31610 Corte Padrera, Temecula, CA 92592-6443 H (949) 874-1948, or tom_60@verizon.net.

Volunteer Opportunities: We always need someone to research articles and to submit findings that create the articles in the newsletter. This may involve emailing and phoning and email is free and phone calls are free for most of you. If you can spare a little time and want to see your name in print then contact the Editor at 763 493-2428 or pej@reagan.com.

Content: With this newsletter you will see PVN (Post Viet Nam) articles in each and every issue.

What’s new this issue: We had too much copy and too little space. Rather than going to 16 pages we have in some of the longer articles reduced the type size to Calibri 9 point. Howzit look?

Fellow Mohawkers. Why do we attend reunions? Some of us see a few of our members during the year, but the reunion is the event to continue the relationships started long ago. The smiles, hand shakes and hugs, all representing genuine happiness at being together again. Our age dictates that we will lose a few each year. We can not change that. We can and do enjoy our time together. Take a hard look at September 2016, Washington DC. Hope to see you there. - Tom Hummel, President / Executive Director

1994—5th Annual Reunion, Stuart, Florida

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From OV-1D Mohawk qualification course 1987 Ft. Rucker, AL. I am second from the right. The only Warrant Officer in the course. Michael Drumm, Larry Livingston, Tim Welch, Jack Newberry, Benny Hardman

P h o t o A l b u m

Captain Bill Reeder as he is being released

from the Hanoi Hilton in 1973

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Last mission celebration for Maj James B Thompson, early 1969. Photo: Steve Graham

Bob Hope meets Spud crew chief Bob Hansen. Notice the Spud patch on Hansen’s shirt pocket.

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Mohawk Mail

Hello Paul: My name is Ronald Loving, and that name might ring a bell because my older brother, Martin (Marty) Loving was the only

one from the 73rd (I am told) to be killed in a YO-3A accident. He had to take a ride in that aircraft before returning to the USA and it looks like CO from the engine exhaust got him and the pilot. Anyway I am writing you as the historian of the 73rd in hopes that you can fill me in on this and more. Anyway I am looking for some information on the type of a TO&E unit that the 73rd was and where Martin fit in doing his Photo work. Can you give me a layout of the TO&E structure of the 73rd and who worked inside of the photo shop or lab that Martin worked in. If not you, who might be able to fix me up with this kind of information. Best Regards , Ron Loving reloving@earthlink.net As far as I know the Association does not have those documents. Some of our readers may soon be in touch with you . Readers: Do any of you have any photos of Marty or any documents concerning him? If so then please contact Ron at the email address above.—Editor

Dear Editor: During October 1965 I was assigned a SLAR mission near the border of South Viet Nam and Cambodia and checked in with Air Force radar for flight vectoring. At 6,000 feet I was flying a racetrack pattern, 10 minutes north then 10 minutes south. It was 2:00 am, dark, raining, with extremely poor visibility. I requested GCA controllers on the ground at Pleiku to keep me informed on the weather. Around 3:30, requesting radar vectors for landing, I was informed that they were below minimums. Responding that I had understood GCA would keep me posted about the weather, he said “sir, with respect, no one told us about you.” “Sir” I replied, “I do not have enough fuel to make it on to Qui Nhơn. I am at 4,000 feet and have no choice but to attempt a landing. If the runway is not in sight at 500 feet, we will eject, hopefully we will be near the airfield.” An obviously senior airman with a lot of experience took over radar duties. “Turn right heading 180, descend to 2,000 feet. Understand you are low on fuel. Also understand you do not have enough fuel to make a missed approach. I will call out everything for you to do, do not acknowledge me, just do as I say. We are going to bust minimums tonight.” From that point, I heard “on course” and “on glide path.” The weather was solid cloud, rain. The controller gave me missed approach procedures, then said “you will not need them tonight.” There was no chatter: “100 feet, ¼ mile from runway” then “50 feet on course” followed by “10 feet, pull throttles back all the way, raise nose 2 degrees.” I felt the main gear touch, then saw runway lights: I was on the center of the runway. Reversing the engines until we stopped, the tower informed me “due to reduced visibility, do not taxi. Stop on the runway – we will send a tug for you.” The TO and I got out of the Mohawk and looked at the nose wheel: it was about a foot left of the center line and we had about 10 gallons of fuel remaining. I never had an opportunity to meet and thank that controller. He said he was too busy. Several years ago, I was asked by the Air Force, Air traffic Controllers Association to send them this story. They did verify that a similar story did occur in October 1965. My TO that night was Sgt Herman Manley who now lives in Norfolk, VA.. In a recent conversation with him, he reminded me of another incident together. We were on a SLAR Mission into Cambodia. Our OV-1B required a good, working autopilot. In dodging dangerous weather, we became trapped in hostile territory, behind a series of towering thunderstorms. We needed to get through this weather back to the safety of Viet Nam. When we requested radar vectors, Air Force Controllers told us that there were no holes or spots to come through, that the storms were above 60,000 feet. I told Sgt Manley “this is it.” In our recent conversation, Sgt Manley reminded me that I slowed the Mohawk to 150 knots so that he could use SLAR to keep us away from the mountains. The storm raged on with lighting flashes so intense it was almost like daylight. We were being slammed to the top of the cockpit, then it felt like falling through the floor. This situation lasted about 2 minutes and suddenly we popped into almost clear air. With our windshield shattered from hail, we made an emergency landing back at Pleiku. As Sgt Manley and I surveyed the damage, we noted that in addition to the windshield the nose and tips of each tank were bent from the hailstones. Just another completed mission in an OV-1B Mohawk.—John Towler #80

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T h e b a r k l e y F i l e s

U.S. Army/German Army OV-1 Mohawk Evaluation program summary

After observing the OV-1 Mohawk operations by the U.S. Army in USAREUR the German Army requested that they evaluate the operational capabilities of the OV-1 B and OV-1 C for possible use along their northern borders with the East. Such an evaluation would not only help the Germans but also Grumman, the airframe and other sensor manufacturers. The attached article “The Mertz Marauders” addresses the international political side of the story related to both the German and French evaluation programs. Therefore I’m addressing only some of the operational highlights of each program and leave the politics to your imagination.

The U. Army Aviator Team consisted of myself, Major James R. Barkley Sir (Team Leader from Army Material Command (AMC) OV-1 Mohawk Project Managers office), Captain George Mikula and Captain Bill Simpson, both from Mohawk stateside operating units. In addition there were technical representatives from the airframe, power plant, SLAR, IR and camera manufacturers. Just prior to our departure from the states in September 1963, an additional officer was assigned without my prior knowledge. He was Major Frank Wilson from the Army Security Agency (ASA). He was a non aviator and initially I had no idea as to why he was assigned to the team.

Upon arrival in Germany we were to pick-up a new OV-1 B and OV-C and an L-20 support aircraft from the U.S. Army Aviation Maintenance Center (USAAMC), Sandhofen Germany and fly them to the German Army flying school (HERRESFLIEGERWAFFENSCHULE) located at Buckeburg in the British sector. Prior to departing Sandhofen, all U.S. Army markings were removed from both Mohawks. They were replaced with the German Iron Cross on the fuselage and HERR (Army) on the wings. The aircraft were identified as ABQ and ABW. Because of these unusual markings, I was instructed that neither aircraft could return to the American sector without prior Embassy approval, even should we require heavy maintenance at USAAMC. Keep in mind that the State Department, through the American Embassy at Bonn had done most of the political spade work prior to our arrival on site so initially we had wing it as fast as U.S. Military/German military was concerned.

Upon arrival at Buckeburg, I was very pleased to find that the German Commander, Colonel Abeling, (a very strict military man), the German Army Evaluation Team Chief, Major Henri Roaper and his assistant a captain whose name I don’t recall, were not only fluent in English but all were Army Aviator graduates from the U.S. Army Aviation Center, Fort Rucker. As the evaluation got underway, true to German form, everything was planned and executed by the numbers. There were morning briefing to discuss each day’s activities, an evening briefing to review how things went that day against what had been planned and if night missions were scheduled, what would expected.

During the next several months many SLAR missions were flown generally along the track indicated on the attached map. It was also then that we kind of suspected why Major Wilson was with the team. In addition to English, he spoke fluent French, German and Russian and frequently appeared in civilian clothing. He would leave us for several days at a time and usually upon returning, we would have a SLAR mission parallel to the border along an East German location.

The SLAR missions were usually flown at night between midnight and dawn. As soon as the aircraft landed the SLAR film package was removed by Major Wilson and we would never see or hear of the

results. Because we were flying so called German aircraft with German markings we did not have to comply with the border intrusion restrictions imposed upon the U.S. Pilots flying in the American sector. We flew flight tracks that were given to us in real time from a highly classified (at that time) radar site. Hannover, terminal radar and approach control were in the loop so as to insure that upon departure and arrival at Buckeburg we did not conflict with civilian air traffic in the Hannover, Bremen, Hamburg.

For several reasons all of the night missions from Buckeburg were a challenge. The 2000m runway did not have lights or any approach radar or GCA. For lighting we would line the runway with lighted smudge pots and hope that they would still be burning when we returned. Night departures and arrivals were handled through Hannover radar. They would be advised when our aircraft would be ready to depart. Because of some rather high hills between Buckeburg and Hannover, we usually would not be acquired until reaching about 1500ft (they would say 500m). Upon acquisition, heading information would be provided to insure adequate separation with other traffic. We would then be handed off to our classified tracking radar. When returning to Buckeburg, Hannover approach control would align the aircraft up with the Buckeburg runway and as a radar track was lost he would say “Good Night” in perfect English. From there on to touchdown, we were on our own.

All of our IR and photo missions, both day and night, for obvious reasons, were flown ONLY in West German airspace. Many of the missions were held in coordination with West German military exercises. Following our first night photo mission over Munster, during which time we activated the flares, when each flare illuminated with a loud bang, the local civilian population thought that the Russians were invading. So, for all future flare missions, the location had to be preselected and the population in that region advised in advance.

There were several IR evaluation missions that are worthy of mentioning. First; it was about mid November and getting pretty cold in that region. The buildings in the military compound at Buckeburg were all heated by high pressure steam. The steam generating plant was located some 300/400m from the buildings to be heated and the steam pipes were buried some 3m underground. Although steam was being produced at the source, it was not reaching to garrison buildings. Our IR team tech Rep. suggested that an IR mission be flown over the compound to determine if an underground heat source could be detected. To insure maximum heat reflection the mission was conducted at night. On the very first pass, just outside of the steam generating plant between the plant and the compound buildings there was an IR reflection as big as a house. Excavation of the area the following morning revealed a large fracture in the steam pipe which was repaired and heat restored. So everyone was very pleased. Second: During a night IR evaluation mission over the West German Seaport of Kiel and surrounding harbor area, I was a mile or so out over open water and had just completed a 180* turn south back toward Kiel. Abruptly the IR operator picked up a hot IR signature with a trail of heat. It was heading east at high speed toward the East/West German boundary. Later valuation of the IR data strongly suggested that the object was a foreign submarine accidentally detected on the surface before make a high speed dive. There was one unfortunate incident which occurred during the course to the German military evaluation. The German military had a number of very experienced enlisted pilots, most from WW-II days. The U.S. Army invited the German Army to select two fixed wing multi engine rated pilots to be

Page 10 January—February 2016 Issue #125 The Mohawker

sent to Fort Rocker (at U.S. expense) to attend Mohawk training. Two enlisted pilots with the required qualifications were accepted and attended Mohawk training commencing late September early October. Training went well until Sgt Watsonburg, one of the German student pilots and a U.S. army flight instructor went out on a night photo training mission. Both flare pods had been loaded full with flares prior to departure. Over the designated training area the camera and flare system were activated. When a flare was activated it should have ejected from the pod prior to elimination. Unfortunately it hung-up in the flair pod and there was a massive explosion which caused total breakup of the aircraft and instant death to both occupants. The tragedy resulted in a temporary shutdown of the program. The Sgt. received a funeral with full military honors. A lot of diplomacy took place behind the scenes before the program was reactivated.

A detailed investigation of the accident cause revealed that the flares being used for training at Fort Rucker were of a very early lot which used a paper wax impregnated material for the flare casing, similar to the outer casing of a shotgun shell. Earlier routine inspections of the flare casing revealed that after an extended time, the eliminating material within the flare casing could cause the paper outer casing to

distort or swell, resulting when the flare was fired, it could jam in the casing resulting in a detonation of all of the flares while still in the dispenser. A design change incorporating a metal casing had been implemented and all flares of the earlier design were to be withdrawn from service. For whatever reason the flares used at Fort Rucker were of the old design but had not been withdrawn from use. It’s noteworthy to mention that the flares we were issued and were using at Buckeburg were also of the old design. Somehow we were just plain lucky.

In mid November, shortly prior to the termination of the German evaluation, the French government, through diplomatic channels, expressed an interest in conducting an evaluation on the OV-1B and OV-1C. Arrangements were made for the team to proceed to a French Air Base at Metz France. We processed through USAAMAC, Sandhofen Germany where all German markings were removed from the aircraft and replaced with the French Tri-color. The probably reason for the German Army not obtaining the aircraft are addressed the “The Mertz Marauders” document. The French evaluation is addressed by separate enclosure.

Page 11 January—February 2016 Issue #125 The Mohawker

Association Directors/Contacts

President/Executive Director: Tom Hummel 4305 North 12th Street Quincy, IL 62305 H (217) 222-4799 C (217) 653-2463 E-mail: mohawk131@gmail.com

Secretary: Ron Pitcock 5820 Gulf Blvd. South Padre Island, TX 78597 H (303) 888-7462 E-mail: ronpitcock@earthlink.net

Treasurer: Jim Enault 512 Thoreau Springs Ct. Madison, AL 35758 H (256) 325-7043 C (256) 684-7220 E-mail: jamese4830@aol.com

Historian: Chuck Schall 3100 W. Elephant Head Road Green Valley, AZ 85614-6402 H (520) 399-4951 E-mail: chasmar6307@yahoo.com

Membership: Tom Gallucci 31610 Corte Padrera Temecula, CA 92592-6443 H (949) 874-1948 Email: tom_60@verizon.net

Reunion Director: John Bosch 25302 Northrup Drive Laguna Hills, CA 92653 C (949) 290-2748 E-mail: jbcrete2@cox.net

Publications Director/Editor: Paul Jacobsen 11724 67th Place North Maple Grove, MN 55369 H (763) 493-2428 E-mail: pej@reagan.com

Web Site & Web Master: Terry Clark 8610 Heather Run Drive South Jacksonville, FL 32256 H (904) 363-6006 C (904) 710-9152 E-mail: Webmaster@ov-1mohawkassociation.org or terryclark.florida@yahoo.com

Legal Advisor: Nicholas A. Szokoly, Esq. Law Offices of Evan K. Thalenberg, P.A. 216 E. Lexington Street Baltimore, MD 21202 W (410) 625-9100 E-mail: NSzokoly@ektlaw.com

Change of Mailing and/or E-mail Address: If you are moving, or have already moved, please let your Association know your new mailing address. Complete this form and mail it to:

Tom Gallucci 31610 Corte Padrera Temecula, CA 92592-6443

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Mission Statement

The Mohawker is a newsletter published four or more times per year for members of the OV-1 Mohawk Association.

Membership is open to anyone with an interest in the OV-1 Mohawk Aircraft and/or our reunions.

For a $35.00 annual subscription members receive a minimum of four (4) newsletters per year, an annual membership directory and an invitation to the annual reunion.

For additional information view our web site at:

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The Association appreciates any Mohawk memorabilia; photos, slides, articles, unit histories, personnel rosters, manuals, checklists, technical data or war stories that you would care to share. You may donate your material to our Association Historian:

Mr. Chuck Schall 3100 W Elephant Head Road Green Valley AZ 85614-6402 H (520) 399-4951 E-mail: historian@ov-1mohawkassociation.org

President/Executive Director: Tom Hummel

OV-1 Mohawk Association Tom Gallucci 31610 Corte Padrera Temecula CA 92592-6443

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