21 April 1944: The first military helicopter combat rescue began with Lieutenant Carter Harman, 1st Air Commando Group, being ordered to proceed from Lalaghat, India with his Vought-Sikorsky YR-4B, 43-28247, 600 miles (965 kilometers) to Taro in northern Burma.
Technical Sergeant Ed “Murphy” Hladovcak, pilot of a Stinson L-1A Vigilant liaison airplane, had crashed in the jungle behind Japanese lines while transporting three wounded British soldiers. Lieutenant Harman was assigned to attempt to rescue the four men. It would be a marathon operation.
It took Harman and his Sikorsky 24 hours to arrive at Taro. After a brief rest and dip in the river to cool off, he continued for another 125 miles (202 kilometers) to an airstrip in the jungle called “Aberdeen” which was well behind the enemy lines. It was from here that Sgt. Hladovcak had been operating, flying out wounded soldiers. From Aberdeen, Harman was led to the location of the downed men by another liaison airplane. The survivors were surrounded by Japanese soldiers who had found the crashed airplane and were trying to locate the four men.
Because of the high heat, elevation and humidity, which increased the density altitude, the YR-4B’s air-cooled engine was unable to produce its full rated power. Also, the helicopter’s rotor blades were not as effective as they would have beeen at lower density altitudes.
Harman planned to lift one of the survivors out of the clearing in the jungle and fly a short distance to a sand bank where other L-1 or L-5 liaison airplanes could pick them up and fly them back to Aberdeen. He would repeat the operation until all four men had been rescued. However, it took the rest of the day to airlift just the first two wounded and very sick soldiers.
On the second flight, the helicopter’s engine was overheating and on landing it seized and could not be restarted. Sergeant Hladovcak and the remaining soldier were still in the jungle, Lieutenant Harman was stuck by the river bank and Japanese soldiers were everywhere.
On the morning of 25 April Lieutenant Harman was able to get the helicopter’s engine to start, and again, one at a time, he rescued the two remaining survivors. A liaison plane flew out the wounded soldier while Hladovcak rode along with Harman back to Aberdeen. He had never seen a helicopter before.
For his actions, Lieutenant Carter Harman was awarded the Distinguished Flying Cross.
Sikorsky YR-4B 43-28247 was condemned 31 December 1944.
The Sikorsky YR-4B was a two-place, single-engine helicopter with a single main rotor and an anti-torque tail rotor. The fuselage was 35 feet, 8.375 inches (10.881 meters) long with a main rotor diameter of 38 feet, 0 inches (11.582 meters). The tail rotor was 8 feet, 2.25 inches (2.496 meters) in diameter. Its overall length, with rotors turning, was 48 feet, 3.375 inches (4.716 meters). The helicopter had an overall height of 12 feet, 5 inches (3.785 meters). The empty weight was 2,020 pounds (916 kilograms) and maximum takeoff weight of 2,540 pounds (1,152 kilograms). The helicopter’s fuel capacity was 30 gallons (113.6 liters)
The main rotor consisted of three tapered, fully-articulated blades built of chrome-molybdenum steel spars and spruce plywood ribs, with laminated spruce, balsa and mahogany forming the leading edge and a flexible cable forming the trailing edge. The blades were covered with two layers of doped fabric. The three-bladed semi-articulated tail rotor was built with a spruce spar and alternating laminations of maple and mahogany, covered with fabric. Both the main and tail rotors had a thin brass abrasion strip covering the leading edges. The main rotor turned counter-clockwise, as seen from above. (The advancing blade is on the helicopter’s right.) The tail rotor was mounted on the helicopter’s right side in a tractor configuration. It turned clockwise as seen from the helicopter’s left. (The advancing blade is below the axis of rotation.)
The YR-4B was powered by an air-cooled, direct-drive 555.298-cubic-inch-displacement (9.100 liter) Warner Super Scarab SS185 (R-550-3) seven-cylinder radial engine with a compression ratio of 6.20:1. The R-550-3 was rated at 185 horsepower at 2,175 r.p.m. at Sea Level, and 200 horsepower at 2,475 r.p.m (five minute limit) for takeoff. The engine was placed backwards in the aircraft with the propeller shaft driving a short driveshaft through a clutch to a 90° gear box and the transmission. The R-550-3 weighed 344 pounds (156 kilograms).
The R-4B had a cruise speed of 65 miles per hour (105 kilometers per hour) and maximum speed of 82 miles per hour (132 kilometers per hour). The service ceiling was 12,000 feet (3,658 meters) and range was 157 miles (253 kilometers).
The YR-4B was equipped with bomb racks. It could carry three 125 pound (56.7 kilogram) demolition bombs or one 325 pound (147 kilogram) depth bomb. The equipment was deleted for the R-4B.
Sikorsky built 27 YR-4Bs and 100 R-4B helicopters. Of these, 40 were assigned to the Army Air Corps, 19 to the Navy and Coast Guard, and 41 were sent to the Royal Air Force and Royal Navy.
Carter Harman was born at Brooklyn, New York, 14 June 1918, the son of Steven Palmer Harman, a newspaper editor, and Helen F. Doremus Harman.
Before the war, Harman had been a musician and author. He assisted Duke Ellington write an autobiography. Harman earned a bachelor’s degree in music composition from Princeton University, Princeton, New Jersey, in 1940. While at Princeton, Harman was a member of the Dial Lodge, American Whig Society, Princeton University Band, and the Princeton University Choir.
Harman enlisted as a private in the United States Army at Hew York City on 1 April 1942, and was assigned to the Air Corps. Enlistment records indicate that he was 5 feet, 7 inches (170.2 centimeters) tall and weighed 125 pounds (57 kilograms).
After World War II ended, Harman returned to his musical studies at Columbia University, New York City, receiving a master’s degree in 1949.
Harman worked as a music critic for The New York Times and Time Magazine, and also continued writing books, as well as composing for ballet and opera. He was also a music producer and became executive vice president of CRI Records (Composers Recordings, Inc.).
Harman was married three times. He married Miss Nancy Hallinan, 5 February 1946, however they later divorced. His second wife was Helen Scott. They had four children together. His third wife was Wanda Maximilien.
Carter Harman died at Berlin, Vermont, 23 January 2007 at the age of 88 years.
30–31 March 1979: That Others May Live. On a dark and stormy night in the Yellow Sea, between China and the Korean Peninsula, the 160 foot (49 meter), 3,000 ton (2,722 Metric tons) Taiwanese freighter Ta Lai ran aground. As 20 foot (6 meters) waves battered the stranded ship, rocks punched through the hull. It was taking on water and sinking. Her crew of twenty-eight men were in danger.
Detachment 13, 33rd Aerospace Rescue and Recovery Squadron, at Osan Air Base, 40 miles (64 kilometers) south of Seoul, the capital of the Republic of South Korea, answered the distress call.
Major James E. McArdle, Jr., United States Air Force, and his crew of four, flew their helicopter, “Rescue 709,” a Sikorsky HH-3E Jolly Green Giant, serial number 67-14709, through the darkness and gale-force winds to the stranded vessel. These men were just completing there regular 12-hour duty schedule when the distress call came in, but no other crews or helicopters were available.
In addition to Major McArdle, the aircraft commander, the crew consisted of 1st Lieutenant Van J. Leffler, pilot; Sergeant James E. Coker, flight engineer; Staff Sergeant Tony Carlo and Sergeant Mark Zitzow, pararescue jumpers (“PJs”).
Rescue 709 arrived on scene just before midnight, 30 March. While McArdle and Leffler tried to hold a steady hover over the Ta Lai as it pitched and rolled in the storm, Sergeant Zitzow was lowered 80 feet (24 meters) to the deck. Once there, he assisted the ship’s crew, two at a time, onto the rescue hoist’s jungle penetrator, and after strapping them on, all three were hoisted back to the helicopter. Sergeant Coker, who was controlling the hoist, moved the sailors into the passenger/cargo area of the Jolly Green Giant, and Zitzow was once again lowered to the Ta Lai.
With ten survivors aboard Rescue 709, the helicopter was at its maximum load. Sergeant Zitzow remained aboard Ta Lai. The crew then flew to Kwang-Ju Air Base, 150 miles (241 kilometers) south of Seoul—more than 30 minutes away—to offload the men.
After returning to the rescue scene, Sergeant Zitzow was joined on deck by Sergeant Carlo. While lifting three sailors, the helicopter’s hoist motor overheated and stopped. The sailors were still hanging 50 feet (15 meters) underneath the Jolly Green Giant. The only thing that could be done was to fly to a small island about 2 miles (3.2 kilometers) away and lower them to the ground. 709 then returned to the ship, by which time the hoist was working again. They picked up several more sailors and with Carlo once again on board, made the flight to Kwang-Ju.
On the third trip, the winds, though still high, were blowing from a more advantageous direction, and the final twelve men, including Zitzow, were quickly picked up. Rescue 709 returned to Kwang-Ju and landed at 0415 hours, 31 March 1979.
For this rescue, Major McArdle was awarded the Mackay Trophy by the National Aeronautic Association, for the most “meritorious flight of the year” by an Air Force member, members, or organization. He was also awarded another Distinguished Flying Cross. Lieutenant Leffler and Sergeant Coker were awarded the Air Medal, while both Sergeants Zitzow and Coker received the Airman’s Medal.
67-14709 was built by Sikorsky Aircraft Corporation at Straford, Connecticut as a CH-3E transport helicopter and was later converted to the HH-3E configuration. It served the United States Air Force from 3 July 1968 to 19 February 1991.
During the Vietnam War, 709 operated with the 37th ARRS at Da Nang in the Combat Search and Rescue (CSAR) role. Flying with the call sign “Jolly Green 22,” at least 27 airmen were rescued by this helicopter and its crews.
During that period, crewmen assigned to 709 were awarded one Air Force Cross,¹ fourteen Silver Stars (three of these had been nominated for the Air Force Cross) and an unknown number of Purple Hearts. On one mission alone, 709 took hits from at least 68 machine gun bullets.
After Operation Desert Storm, 709 was sent to The Boneyard at Davis-Monthan Air Force Base, Tucson, Arizona. After 19 years in the desert, in August 2010, she was pulled from storage and sent to the National Museum of the United States Air Force for a 6-month restoration by Museum staff, as well as technical experts from the 20th Special Operations Squadron at Hurlbert Field, Florida.
Sikorsky HH-3E 67-14709 is on display in the Southeast Asia War Gallery of the Museum at Wright-Patterson Air Force Base, Ohio. Colonel McArdle, her pilot during the 1979 rescue mission, was present at 709’s Museum debut, 14 December 2010.
Colonel James E. McArdle, Jr., was born at LaCrosse, Wisconsin, 2 March 1943. He attended Marquette University High School in Milwaukee, where he competed on the Swimming Team and worked on the student newspaper. He entered the United States Air Force Academy as a cadet in 1961, majoring in engineering management. Upon graduating from the Academy, 9 June 1965, he was presented the Secretary of the Air Force Award for Behavorial Sciences. McArdle was commissioned as a Second Lieutenant, United States Air Force.
2nd Lieutenant McArdle trained as a helicopter pilot at Randolph Air Force Base, Texas, finishing at the top of his class. After finishing advanced helicopter training at Sheppard AFB, Texas, McArdle was assigned to the 20th Helicopter Squadron, 14th Air Commando Wing, operating in Southeast Asia, where he flew the Sikorsky CH-3C transport helicopter. He was awarded the Distinguished Flying Cross, four Air Medals and the Air Force Commendation Medal.
In 1970, McArdle was retrained as a Northrop T-38A Talon pilot and spent the next four years as an instructor and check pilot at Williams Air Force Base, Arizona.
Major McArdle was assigned to the Air Force Reserve Officer Training Corps from 1974 to 1978. Next, he became the operations officer for Detachment 13, 33rd Aerospace Rescue and Recovery Squadron, Osan Air Base, Korea. During a 12-month period, the detachment saved 80 lives, including those rescued from the Ta Lai.
From 1979 to 1981 Lieutenant Colonel McArdle served at headquarters, Aerospace Rescue and Recovery Service, Scott Air Force Base, Illinois. While there he developed combat rescue tactics and helped develop the MH-53J Pave Low and MH-60G Pave Hawk special operations helicopters.
As operations officer of the 67th Aerospace Rescue and Recovery Squadron at RAF Woodbridge, Suffolk, England, McArdle supervised three detachments. Next, Lieutenant Colonel McArdle assumed command of the 41st ARRS at McClellan Air Force Base, Sacramento, California, 7 August 1984. At that time, unit’s primary assignment was special operations support, the only helicopter squadron so assigned in the U.S. Air Force.
Colonel McArdle’s final assignment was as Inspector General at McLellan Air Force Base. He retired from the U.S. Air Force on 1 August 1991 after thirty years of service.
The SH-3A Sea King (Sikorsky S-61) first flew 11 March 1959, designed as an anti-submarine helicopter for the U.S. Navy. The prototype was designated XHSS-2 Sea King. In 1962, the HSS-2 was redesignated SH-3A Sea King. Many early production aircraft were upgraded through SH-3D, SH-3G, etc. In addition to the original ASW role, the Sea Kings have been widely used for Combat Search and Rescue operations. Marine One, the call sign for the helicopters assigned to the President of the United States, are VH-3D Sea Kings.
The Sikorsky HH-3E (Sikorsky S-61R) is a development of the SH-3A. It earned the nickname Jolly Green Giant during the Vietnam War. It is a dedicated Combat Search and Rescue (CSAR) helicopter flown by the U.S. Air Force, based on the CH-3C transport helicopter. The aircraft is flown by two pilots and the crew includes a flight mechanic and gunner. It is a large twin-engine helicopter with a single main rotor/tail rotor configuration. It has retractable tricycle landing gear and a rear cargo ramp. The rear landing gear retracts into a stub wing on the aft fuselage. The helicopter has an extendable inflight refueling boom.
The HH-3E is 72 feet, 7 inches (22.123 meters) long and 18 feet, 10 inches (5.740 meters) high with all rotors turning. The main rotor has five blades and a diameter of 62 feet (18.898 meters). Each blade has a chord of 1 foot, 6.25 inches (0.464 meters). The main rotor turns at 203 r.p.m., counter-clockwise, as seen from above. (The advancing blade is on the right.) The tail rotor also has five blades and has a diameter of 10 feet, 4 inches (3.150 meters). The blades have a chord of 7–11/32 inches (0.187 meters). The tail rotor turns clockwise as seen from the helicopter’s left. (The advancing blade is below the axis of rotation.) The tail rotor turns 1,244 r.p.m.
The HH-3E has an empty weight of 13,341 pounds (6,051 kilograms). The maximum gross weight is 22,050 pounds (10,002 kilograms).
The Jolly Green Giant is powered by two General Electric T58-GE-5 turboshaft engines, which have a Maximum Continuous Power rating of 1,400 shaft horsepower, each, and Military Power rating of 1,500 shaft horsepower. The main transmission is rated for 2,500 horsepower, maximum.
The HH-3E has a cruise speed of 154 miles per hour (248 kilometers per hour) at Sea Level, and a maximum speed of 177 miles per hour (285 kilometers per hour), also at Sea Level. The service ceiling is 14,000 feet (4,267 meters). The HH-3E had a maximum range of 779 miles (1,254 kilometers) with external fuel tanks.
The Jolly Green Giant can be armed with two M60 7.62 mm machine guns.
Sikorsky built 14 HH-3Es. Many CH-3Cs and CH-3Es were upgraded to the HH-3E configuration. Sikorsky built a total of 173 of the S-61R series.
¹ Sergeant Dennis Martin Richardson, United States Air Force
24 March 2000: In flight near Kirtland AFB, New Mexico, is this Sikorsky MH-53J Pave Low IIIE, a “Super Jolly Green Giant” special operations helicopter assigned to the 551st Special Operations Squadron. This helicopter, serial number 66-14428, was the very first HH-53B built. [A photograph of its first flight is posted on TDiA at “15 March 1967”]
66-14428 was sent to The Boneyard at Davis-Monthan AFB, 7 January 2007, after 40 years of service.
27 September 2008: A United States Air Force Sikorsky MH-53M Pave Low IV special operations helicopter, serial number 68-8284, assigned to the 20th Expeditionary Special Operations Squadron, flew its final combat mission before being withdrawn from service and retired after 40 years and 12,066.6 flight hours.
“Cowboy 26” was flown by Major Philip Cooper, Captain Peter Hettinger, and Colonel Scott Howell, with Technical Sergeant Henry Woodie, Staff Sergeant Shawn Lewis, Senior Airman Eric Harp, and Airman 1st Class Joshua Lucas.
68-8284 was built by the Sikorsky Aircraft Corporation at Bloomfield, Connecticut, as one of 40 HH-53C Super Jolly Green Giants for Combat Search and Rescue (CSAR). It was delivered to the Air Force in August 1968. 68-8284 was assigned to the 40th Air Rescue and Recovery Squadron at Nakhon Phanom Royal Thai Air Force Base, 1971–1972. It operated as “Jolly Green 55.”
On 5 September 1971, with flight crew Major Jerry R. Thompson, Gary L. Gamble (CP), FE Raymond Duarte and PJs William D. Brinson and Michael D Vogele, it rescued the survivors of “Knife 33,” a 21st SOS CH-3E that went down in Laos. On 19 December 1971 (Capt Harold O. Jones (P), David G. Daus (CP), FE Jerrold T. Dearmans, with PJs Leon Fullwood and William D. Brinson, the crew of Falcon 74, a 13th TFS/432 TFW F-4D Phantom II which had gone down shot down 17 December by a SAM near Ban Poung Ban in northeastern Laos. Maj. William T. Stanley, Capt. Lester O’Brien were safely recovered.
8284 was later assigned to the 67th Aerospace Rescue and Recovery Squadron (39th Aerospace Rescue and Recovery Wing) at RAF Woodbridge, Suffolk, England. 68-8284 has been constantly modernized and upgraded. It was initially converted to the MH-53J Pave Low III/Enhanced configuration by the Naval Air Rework Facility, NAS Pensacola, Florida, in the late 1980s. The helicopter was further modified to the MH-53M Pave Low IV configuration at the Naval Air Depot, MCAS Cherry Point, North Carolina.
The MH-53M Pave Low IV is a variant of Sikorsky’s S-65 heavy-lift military transport helicopter series. The MH-53M is a single main rotor, single tail rotor, twin-engine helicopter. It has a crew of six: 2 pilots, 2 flight engineers and 2 gunners. The Pave Low IV is equipped with Terrain-Following Radar and Forward Looking Infrared (FLIR) for low-level operations in darkness and low visibility.
The MH-53M fuselage is 67 feet, 2.4 inches (20.483 meters) long, and the helicopter has a maximum length of 91 feet, 11.34 inches (28.025 meters) with rotors turning and the refueling boom extended. The height to the top of the main rotor pylon is 17 feet, 1.68 inches (5.224 meters). The maximum height (rotors turning) is 24 feet, 10.88 inches (7.592 meters).
The fully-articulated 6-blade main rotor has a diameter of 72 feet, 2.7 inches (22.014 meters). The main rotor turns counter-clockwise at 185 r.p.m. (100% Nr), as seen from above. (The advancing blade is on the helicopter’s right.) The main rotor blades are built with titanium spars and have -16° of twist. The semi-articulated four-blade tail rotor has a diameter of 16 feet, 0 inches (4.877 meters) and is positioned on the left side of the tail pylon. It turns clockwise at 792 r.p.m., as seen from the helicopter’s left side. (The advancing blade is below the axis of rotation.) The gap between rotor arcs is just 4.437 inches (11.270 centimeters).
Empty, the MH-53M weighs 32,000 pounds (14,515 kilograms). Its maximum takeoff weight is 46,000 pounds (20,865 kilograms).
Its two General Electric T64-GE-100 axial-flow turboshaft engines have a Normal Continuous Power rating of 3,810 shaft horsepower at 85 °F. (30 °C.), Military Power rating of 4,090 shaft horsepower, and a Maximum Power rating of 4,330 shaft horsepower. The T64-GE-100 is 79 inches (2.007 meters) long, 20 inches (0.508 meters) in diameter and weighs 720 pounds (327 kilograms). Output (100% N2) is 13,600 r.p.m.
The MH-53M has a maximum speed of 196 miles per hour (315 kilometers per hour) and a service ceiling of 16,000 feet (4877 meters). It carries two 450-gallon (1,703 liter) jettisonable fuel tanks under each sponson.
The MH-53M is armed with two M134 7.62mm miniguns and a GAU-18/A .50 caliber machine gun.
At the time they were retired, the MH-53Ms were the fastest, heaviest, most powerful helicopters in the United States Air Force inventory.
After leaving Iraq, 68-8284 was transported by C-17 Globemaster III to England. It was loaned to the Royal Air Force Museum Cosford, where it is on display.
Recommended:On a Steel Horse I Ride: A History of the MH-53 Pave Low Helicopters in War and Peace, by Darrel D. Whitcomb. Air University Press, Air Force Research Institute, Maxwell Air Force Base, Alabama, September 2012.
1 September 1968: Two U.S. Air Force McDonnell F-4D Phantom II fighters were on a pre-dawn strike against the Ho Chi Minh Trail, near the Ban Karai Pass. Both Phantoms, call signs CARTER 01 and CARTER 02, were hit by anti-aircraft gunfire and their crews had to eject. Both pilots from CARTER 01 were quickly picked up, but the aircraft commander of CARTER 02 was hidden by the jungle. The Weapons System Officer was never seen again.
A Combat Search and Rescue (CSAR) mission was immediately sent out to locate and rescue the missing airmen. Two Sikorsky HH-3 Jolly Green Giant helicopters, the recovery team, were escorted by four Douglas A-1 Skyraiders to help in the search and to suppress any enemy gunfire that was trying to shoot down the rescue helicopters.
The Skyraider was a Korean War era carrier-based attack airplane originally in service with the U.S. Navy. It had been replaced by modern jet aircraft, but the Air Force found that its slow flight and ability to carry a heavy fuel and weapons load were ideal for the CSAR escort mission.
The four Skyraiders were from the 602nd Special Operations Squadron at Nakhom Phanom, Thailand. They operated with the call sign SANDY. Lieutenant Colonel William A. Jones III, the squadron commanding officer, on his 98th combat mission, was the on-scene commander flying SANDY 01, an A-1H, serial number 52-139738.
MEDAL OF HONOR JONES, WILLIAM A., III
Rank and organization: Colonel, U.S. Air Force, 602d Special Operations Squadron, Nakon Phanom Royal Thai Air Force Base, Thailand
Place and date: Near Dong Hoi, North Vietnam, 1 September 1968
Entered service at: Charlottesville, Virginia
Born: 31 May 1922, Norfolk, Virginia
Citation: For conspicuous gallantry and intrepidity in action at the risk of his life above and beyond the call of duty. Col Jones distinguished himself as the pilot of an A-1H Skyraider aircraft near Dong Hoi, North Vietnam. On that day, as the on-scene commander in the attempted rescue of a downed U.S. pilot, Col. Jones aircraft was repeatedly hit by heavy and accurate antiaircraft fire. On 1 of his low passes, Col. Jones felt an explosion beneath his aircraft and his cockpit rapidly filled with smoke. With complete disregard of the possibility that his aircraft might still be burning, he unhesitatingly continued his search for the downed pilot. On this pass, he sighted the survivor and a multiple-barrel gun position firing at him from near the top of a karst formation. He could not attack the gun position on that pass for fear he would endanger the downed pilot. Leaving himself exposed to the gun position, Col. Jones attacked the position with cannon and rocket fire on 2 successive passes. On his second pass, the aircraft was hit with multiple rounds of automatic weapons fire. One round impacted the Yankee Extraction System rocket mounted directly behind the headrest, igniting the rocket. His aircraft was observed to burst into flames in the center fuselage section, with flame engulfing the cockpit area. He pulled the extraction handle, jettisoning the canopy. The influx of fresh air made the fire burn with greater intensity for a few moments, but since the rocket motor had already burned, the extraction system did not pull Col. Jones from the aircraft. Despite searing pains from severe burns sustained on his arms, hand, neck, shoulders, and face, Col. Jones pulled his aircraft into a climb and attempted to transmit the location of the downed pilot and the enemy gun position to the other aircraft in the area. His calls were blocked by other aircraft transmissions repeatedly directing him to bail out and within seconds his transmitters were disabled and he could receive only on 1 channel. Completely disregarding his injuries, he elected to fly his crippled aircraft back to his base and pass on essential information for the rescue rather than ball out. Col. Jones successfully landed his heavily damaged aircraft and passed the information to a debriefing officer while on the operating table. As a result of his heroic actions and complete disregard for his personal safety, the downed pilot was rescued later in the day. Col. Jones’ profound concern for his fellow man at the risk of his life, above and beyond the call of duty, are in keeping with the highest traditions of the U.S. Air Force and reflect great credit upon himself and the Armed Forces of this country.
William Atkinson Jones III was born 31 May 1922 at Norfolk, Virginia. He was the son of William Atkinson Jones, Jr., an attorney in general practice, and Elizabeth Goodwin Hart Jones, a school teacher. Mr. Jones had served as a pilot in the Signal Corps, United States Army, during World War I. The Jones family had lived in Warsaw, Virginia, since the 1840s.
When his parents divorced in 1929, Bill and his mother relocated to Charlottesville, Virginia. Jones attended Lane High School in Charlottesville, where he was a member of the literary society, and played on the varsity football and basketball teams.
Following his graduation from high school, Jones studied at the University of Virginia, which was also in Charlottesville. He was captain of the university’s fencing team, and a member of the Sigma Phi Epsilon (ΣΦΕ) fraternity. Jones graduated in 1942 at the age of 19 years, with a Bachelor of Arts degree.
Already a university graduate, William Atkinson Jones III was appointed a cadet at the United States Military Academy, West Point, New York. He entered West Point on 1 July 1942, as a member of the Class of 1945. along with academics and military training, Cadet Jones was a member of the Army Fencing Squad.
Bill Jones graduated from West Point with a Bachelor of Science degree. On 5 June 1945, he was commissioned a second lieutenant, Air Corps, United States Army.
Lieutenant Jones was trained as a pilot at several locations around the United States, including Oklahoma, New York, and Arizona. Lieutenant Jones served as a fighter pilot, stationed in the Philippine Islands, 1946–1948. Returning to the United States, Jones was assigned as a transport pilot based at Biggs Air Force Base, Fort Bliss Texas.
On 20 October 1948, Lieutenant Jones married Miss Lois Marie McGregor at Bisbee, Arizona, her home town. The ceremony was officiated by Reverend John L. Howard. They would have three daughters, Anne, Elizabeth and Mary Lee.
In 1952, Jones was assigned as a Fairchild C-119 Flying Boxcar pilot with the 317th Troop Carrier Wing at Rhein-Main Air Base, Federal Republic of Germany (West Germany). He remained in Europe for the next four years.
In 1956 Jones transitioned to bombers, training as an aircraft commander in the Boeing B-47E Stratojet. He was stationed at Lake Charles Air Force Base, Louisiana, and Pease Air Force Base, New Hampshire.
Jones attended the Air War College at Maxwell Air Force Base, Montgomery, Alabama, 1965–1966. He earned a master’s degree in international affairs. His next assignment was as a staff officer at The Pentagon.
In 1968, Major Jones requested a transfer to the Douglas A-1 Skyraider training course at Hurlburt Field, in Florida. On completion, he was assigned as the commanding officer of the 602nd Special Operations Squadron at Nakhon Phanom Royal Thai Navy Base, Thailand.
Lieutenant Colonel Jones was severely burned during the rescue mission of 1 September 1968. He was transported back to the United States for extensive medical treatment at Fort Sam Houston, San Antonio, Texas.
Bill Jones was promoted to the rank of colonel, 1 November 1969. One 14 November, President Richard M. Nixon approved the award of the Medal of Honor to Colonel Jones.
On 15 November 1969, Colonel Jones was flying his personal airplane, a Piper PA-20 Pacer, N7015K. At 12:55 p.m., he took off from Woodbridge Airport (W22), a small, uncontrolled airport about 12 miles (19 kilometers) southwest of Washington, D.C. The Pacer was a small, 4-place, single-engine light airplane.
Immediately after takeoff, Colonel Jones radioed that he was returning to the airport. The airplane was seen in a left turn with a nose down attitude. It crashed off the airport and caught fire. Colonel Jones suffered third degree burns over his entire body an died immediately.
The NTSB accident report listed the Probable Cause as a complete engine failure for unknown causes, followed by a loss of control by the pilot, the cause also undetermined. (Some sources suggest that the Pacer struck wires while returning to the runway.)
At the time of his death, Colonel Jones had flown a total of 7,748 hours.
Colonel Jones was the author of Maxims for Men-at-Arms, published by Dorrance and Co., Philadelphia, 1969.
President Nixon presented the Medal of Honor to Colonel Jones widow in a ceremony at the White House, 6 August 1970. At the award ceremony, Miss Mary Jones, Colonel Jones’ youngest daughter, gave a copy of her father’s book to the president.
Colonel William AtkinsonsJones III, United States Air Force, was buried at St. John’s Episcopal Cemetery in Warsaw, Virginia.
The William A. Jones III Auditorium of Anderson Hall at the Air War College, Maxwell Air Force Base, was named in his honor.
In 2011, The William A. Jones III Building at Joint Base Andrews, Maryland, (just south east of Washington, D.C.) was also named in honor of Colonel Jones.
The United States Navy and Marine Corps adopted the Douglas Aircraft Company AD-1 Skyraider just after the end of World War II. The U.S. Air Force recognized its value as a close air support attack bomber, but it wasn’t until the early months of U.S. involvement in the Vietnam War that a number of Skyraiders were transferred to the U.S.A.F.
These aircraft were identified by Department of the Navy, Bureau of Aeronautics serial numbers, commonly referred to as “bureau numbers,” or “bu. no.” Once acquired by the Air Force, the two-digit fiscal year number in which the airplane was contracted was added to the bureau number, resulting in a serial number with a format similar to a standard U.S.A.F. serial number. For example, Lieutenant Colonel Jones’ Skyraider, A-1H 52-139738, was originally U.S. Navy AD-6 Skyraider Bu. No. 139738, authorized in 1952. (The Douglas AD series was redesignated A-1 in 1962.)
The Douglas AD-6 (A-1H) Skyraider was a single-place, single-engine attack aircraft. A low-wing monoplane with conventional landing gear, it had folding wings for storage aboard aircraft carriers. The A-1H Skyraider was 39 feet, 3 inches (11.963 meters) long with a wingspan of 50 feet, ¼ inch (15.246 meters) and overall height of 15 feet, 8 inches (4.775 meters). The total wing area was 400 square feet (37.16 square meters). Its had an empty weight of 12,072 pounds (5,476 kilograms) and its maximum takeoff weight was 25,000 pounds (11,340 kilograms).
The A-1H was powered by an air-cooled, supercharged, direct-fuel-injected, 3,347.66-cubic-inch-displacement (54.858 liter) Wright Aeronautical Division R-3350-26WA Duplex-Cyclone (Cyclone 18 836C18CA1) engine. This was a twin-row 18-cylinder radial, with a compression ratio of 6.7:1 and water/alcohol injection. This engine had a normal power rating at Sea Level of 2,300 horsepower at 2,600 r.p.m., and 2,700 horsepower at 2,900 r.p.m. to for take off. 115/145-octane aviation gasoline was required. The engine drove a four-bladed Aeroproducts constant-speed propeller 13 foot, 6 inch (4.115 meters) diameter, through a 0.4375:1 gear reduction. The R-3350-26WA was 4 feet, 7.62 inches (1.413 meters) in diameter and 6 feet, 6.81 inches (2.002 meters) long. It weighs 2,848 pounds (1,292 kilograms), dry.
The A-1H Skyraider had a cruise speed of 164 knots (189 miles per hour/304 kilometers per hour) and a maximum speed of 297 knots (342 miles per hour/550 kilometers per hour) at 15,400 feet (4,694 meters). The A-1H could climb to 20,000 feet (6,096 meters) in 9.5 minutes. The ceiling was 31,900 feet (9,723 meters). Carrying a 2,000 pound (907 kilogram) bomb load, its combat radius was 260 nautical miles (299 statute miles/482 kilometers).
The A-1H was armed with four 20 mm M3 autocannon with 200 rounds of ammunition per gun. The Skyraider could carry a combination of external fuel tanks, gun pods, bombs or rockets on 15 hardpoints.
Douglas built 713 AD-6 Skyraiders at Santa Monica, California.