The President of the United States of America, authorized by Title 10, Section 8742, United States Code, takes pleasure in presenting the Air Force Cross to Colonel Robin Olds (AFSN: 0-26046), United States Air Force, for extraordinary heroism in military operations against an opposing armed force while serving as Strike Mission Commander in the 8th Tactical Fighter Wing, Ubon Royal Thai Air Base, Thailand, against the Paul Doumer Bridge, a major north-south transportation link on Hanoi’s Red River in North Vietnam, on 11 August 1967. On that date, Colonel Olds led his strike force of eight F-4C aircraft against a key railroad and highway bridge in North Vietnam. Despite intense, accurately directed fire, multiple surface-to-air missile attacks on his force, and continuous harassment by MiG fighters defending the target, Colonel Olds, with undaunted determination, indomitable courage, and professional skill, led his force through to help destroy this significant bridge. As a result the flow of war materials into this area was appreciably reduced. Through his extraordinary heroism, superb airmanship, and aggressiveness in the face of hostile forces, Colonel Olds reflected the highest credit upon himself and the United States Air Force.
Action Date: 11-Aug-67
Service: Air Force
Regiment: 8th Tactical Fighter Wing
Division: Ubon-Rachitani Royal Thai Air Base, Thailand
21 July 1961: At 7:20:36 a.m. Eastern Time (12:20:36 UTC), NASA Astronaut, Captain Virgil Ivan (“Gus”) Grissom, United States Air Force, was launched from Launch Complex 5, Cape Canaveral Air Force Station, Florida, aboard Mercury-Redstone 4.
This was the second manned flight of Project Mercury. Grissom’s Mercury space craft was named Liberty Bell 7. The Mercury space craft was a one-man capsule built by McDonnell Aircraft. The Redstone launch vehicle was a highly-modified version of a liquid-fueled U.S. Army ballistic missile.
The Redstone rocket accelerated to Mach 6.97 (5,168 miles per hour, 8,317 kilometers per hour). Grissom experienced a maximum 6.3 gs of acceleration on climbout.When the booster engine shut down, the Mercury capsule was released and continued upward on a ballistic trajectory. The peak altitude reached by Liberty Bell 7 was 102.8 nautical miles (118.3 statute miles, or 190.4 kilometers). The maximum velocity, relative to Earth, was 6,618 feet per second (2,017 meters per second). Grissom was “weightless” for 5.00 minutes. The capsule traveled downrange and landed in the Atlantic Ocean 262.5 nautical (302.1 statute miles, or 486.2 kilometers) from Cape Canaveral. During the reentry phase, the maximum deceleration of Liberty Bell 7 reached 11.1 gs. Total duration of the flight was 15 minutes, 37 seconds.
Several minutes after landing in the ocean, the hatch of the spacecraft was jettisoned by explosive bolts¹ and the craft began to fill with water. Though one of the recovery helicopters, a Sikorsky HUS-1 Seahorse, Bu. No. 148755 ² (Call sign “Hunt Club 1”), piloted by Lieutenants James L. Lewis and John Reinhard, tried to recover Liberty Bell 7, it was too heavy and had to be released. The capsule sank to the ocean floor, 15,000 feet (4,572 meters) below. (The Mercury capsule was recovered from the sea 38 years later, 21 July 1999.) Grissom was picked up by the second helicopter, HUS-1 Bu. No. 148754, “Hunt Club 3.”
Virgil Ivan Grissom was born at Mitchell, Indiana, the second of five children. Upon graduation from high school during World War II, he enlisted in the U.S. Army. After the war, he went to Purdue University and earned a Bachelor of Science Degree in engineering, then joined the U.S. Air Force and was trained as a fighter pilot. He flew 100 combat missions in the North American Aviation F-86 Sabre during the Korean War. He attended a one year program at the Air Force Institute of Technology and earned a second Bachelor’s degree in aircraft engineering. Next he went to the test pilot school at Edwards AFB. After completion, he was assigned as a fighter test pilot at Wright-Patterson AFB.
One of 508 pilots who were considered by NASA for Project Mercury, Gus Grissom was in the group of 110 that were asked to attend secret meetings for further evaluation. From that group, 32 went on with the selection process and finally 18 were recommended for the program. Grissom was one of the seven selected.
Captain Grissom was the second American to “ride the rocket.” He named his space capsule Liberty Bell 7. Next he orbited Earth as commander of Gemini III along with fellow astronaut John Young. He was back-up commander for Gemini VI-A, then went on to the Apollo Program.
As commander of AS-204 (Apollo I), LCOL Virgil I. Grissom, USAF was killed along with Ed White and Roger Chafee in a disastrous launch pad fire, 27 January 1967.
Gus Grissom was an Air Force Command Pilot with over 4,600 hours flight time. He was the first American astronaut to fly into space twice.
Liberty Bell 7 (Mercury spacecraft number 11) differed from Alan Shepard’s Mercury capsule with the addition of a large viewing window and a side hatch equipped with explosive bolts. There were also differences in the capsule’s instrument panel, as well as other improvements. The MR-4 capsule was delivered to Cape Canaveral on 7 March 1961. The space capsule was truncated cone with sides angled 20° from the longitudinal axis. It was 6 feet, 10 inches (2.083 meters) long and had a maximum diameter of 6 feet, 2.50 inches (1.892 meters). The total height of the spacecraft, from the tip of the aero spike to the booster adapter, was 26 feet, 1.26 inches (7.957 meters). At launch, Mercury 11 weighed approximately 2,835 pounds (1,286 kilograms), empty.
During flight outside the atmosphere, the Mercury spacecraft could be controlled in its pitch, roll and yaw axes by hydrogen peroxide-fueled reaction control thrusters. Both manual and automatic attitude control were available. It could not accelerate or decelerate (except for reentry) so it could not change its orbit.
The spacecraft cabin was pressurized to 5.5 psi with 100% oxygen. The pilot wore a B.F. Goodrich Mark IV Model 3 Type I full-pressure suit and flight helmet for protection in the event that cabin pressure was lost.
The Redstone MRLV rocket was a redesigned, “man rated” version of the Chrysler-built, United States Army M8 medium-range nuclear-armed ballistic missile. It was lengthened to provide greater fuel capacity, a pressurized instrumentation section was added, the control systems were simplified for greater reliability, and an inflight abort sensing system was installed. The rocket fuel was changed from hydrazine to ethyl alcohol. The cylindrical booster was 59.00 feet (17.983 meters) long and 5 feet, 10 inches (1.778 meters) in diameter. The rocket had four guidance fins with rudders mounted at the tail section. (Interestingly, the Redstone stood freely on the launch pad. No hold-downs were used. The guidance fins supported the entire weight of the vehicle.)
The Redstone MRLV was powered by a single NAA 75-110-A7 liquid-fueled engine built by the Rocketdyne Division of North American Aviation, Inc., at Canoga Park, California. The A7 produced 78,000 pounds of thrust (346.96 kilonewtons) at Sea Level, and 89,000 pounds (395.89 kilonewtons) in vacuum, burning ethyl alcohol with liquid oxygen.
The total vehicle height of Mercury-Redstone 4, including the booster, adapter, capsule and escape tower, was 83.38 feet (25.414 meters). The total vehicle launch weight was approximately 66,000 pounds (29,937 kilograms).
¹ “The mystery of Grissom’s hatch was never solved to everyone’s satisfaction. Among the favorite hypotheses were that the exterior lanyard might have become entangled with the landing bag straps; that the ring seal might have been omitted on the detonation plunger, reducing the pressure necessary to actuate it; or that static electricity generated by the helicopter had fired the hatch cover. But with the spacecraft and its onboard evidence lying 15,000 feet down on the bottom of the Atlantic Ocean, it was impossible to determine the true cause.  The only solution was to draft a procedure that would preclude a recurrence: henceforth the astronaut would not touch the plunger pin until the helicopter hooked on and the line was taut. As it turned out, Liberty Bell 7 was the last manned flight in Project Mercury in which helicopter retrieval of the spacecraft was planned. In addition, Grissom would be the only astronaut who used the hatch without receiving a slight hand injury. As he later reminded Glenn, Schirra, and Cooper, this helped prove he had not touched his hatch plunger.” —This New Ocean: A History of Project Mercury, by Loyd S. Swenson, Jr., James M. Grimwood, and Charles C. Alexander. NASA Special Publication SP-4201, 1989
² After retiring from military service, Sikorsky HUS-1 Seahorse Bu. No. 147755 (redesignated UH-34D in 1962) was sold to the civil market, and was registered N4216H, 10 March 1981. It was owned by Orlando Helicopter Airways, Inc., Orlando, Florida. The FAA registration was cancelled in 2013. The status of the helicopter is not known.
7 July 1965: The McDonnell Aircraft Corporation delivered the 1,000th production F-4 Phantom II, an F-4B, to the United States Navy. Phantom II MSN 1034 was an F-4B-23-MC Phantom II, assigned Bureau of Aeronautics serial number (“Bu. No.”) 152276.
The fighter was assigned to Marine Fighter Attack Squadron 314 (VFMA-314), the “Black Knights,” at Da Nang Air Base, Republic of South Vietnam. On the morning of 24 January 1966, Bu. No. 152276 was flown by Captain Doyle Robert Sprick, USMC, with Radar Intercept Officer 2nd Lieutenant Delmar George Booze, USMC, as one of a flight of four F-4s assigned to drop napalm on a target 7 miles (11 kilometers) southwest of Hue-Phu Bai.
At 10:05 a.m., Captain Albert Pitt, USMC, flying F-4B-22-MC Bu. No. 152265, with RIO 2nd Lieutenant Lawrence Neal Helber, USMC, radioed that he, in company with Captain Sprick, was off the target and returning to Da Nang.
Neither airplane arrived. A search was started at 11:00 a.m. The two-day search was unsuccessful. It is presumed that the two Phantoms collided. All four aviators were listed as missing, presumed killed in action.
27 May 1958: At Lambert Field, St. Louis, Missouri, McDonnell Aircraft Corporation’s Chief Test Pilot (and future company president) Robert C. Little made the first flight of the YF4H-1 prototype. The twin-engine Mach 2+ airplane was the first pre-production model of a new U.S. Navy fleet defense interceptor that would be developed into the legendary F-4 Phantom II fighter bomber.
The flight lasted 22 minutes. Little had planned to go supersonic but a leak in a pressurized hydraulic line caused him to leave the landing gear extended as a precaution, should the back-up hydraulic system also have a problem. This limited the maximum speed of the prototype to 370 knots (426 kilometers per hour). A post-flight inspection found foreign-object damage to the starboard engine.
Initially designated XF4H-1 and assigned Bureau of Aeronautics serial number (“Bu. No.”) 142259, the identifier was changed to YF4H-1. It had been in development for over five years based on a company proposal to the Navy.
The McDonnell YF4H-1 Phantom II was 56 feet, 7.9 inches (17.271 meters) long with a wingspan of 38 feet, 4.89 inches (11.707 meters) and overall height of 16 feet, 3.0 inches (4.953 meters). With wings folded, the airplane’s span was narrowed to 27 feet, 6.6 inches (8.397 meters). The wings were swept 45°, measured at 25% chord. The inner wing had no dihedral, while the outer panels had 12° dihedral. The stabilator had a span of 16 feet, 5.0 inches (5.004 meters), with -23.25° anhedral. The wheelbase of Phantom II’s tricycle undercarriage was 23 feet, 3.25 inches (7.093 meters), with a main wheel tread of 17 feet, 10.46 inches (5.447 meters).
The YF4H-1 prototype was powered by two General Electric J79-GE-2 engines. These were single-spool, axial-flow turbojet engines with a 17-stage compressor and 3-stage turbine. The J79-GE-2 was rated at 10,350 pounds of thrust (46.039 kilonewtons), and 16,150 pounds (71.389 kilonewtons) with afterburner. The engines were 17 feet, 4.0 inches (5.283 meters) long, 3 feet, 2.3 inches in diameter (0.973 meters), and each weighed 3,620 pounds (1,642 kilograms).
The production F4H-1 (F-4B) had a maximum speed of 845 miles per hour (1,360 kilometers per hour) at Sea Level and 1,485 miles per hour (2,390 kilometers per hour) at 48,000 feet (14,630 meters meters). (Mach1.11 and Mach 2.25, respectively). The service ceiling was 62,000 feet (18,898 meters) and maximum range with external fuel was 2,300 miles (3,700 kilometers).
The second prototype YF4H-1, Bu. No. 142260, flown by Commander Lawrence E. Flint, Jr., USN, set a Fédération Aéronautique Internationale (FAI) World Record for Altitude, 6 December 1959, when it zoom-climbed to 30,040 meters (98,556 feet).¹ On 22 November 1961, 142260, flown by Lieutenant Colonel Robert B. Robinson, USMC, also set an FAI World Record for Speed over a Straight 15/25 Kilometer Course, averaging 2,585.425 kilometers per hour (1,606.509 miles per hour).² On 5 December 1961, the same Phantom set an FAI World Record for Altitude in Horizontal Flight at 20,252 meters (66,444 feet) with Commander George W. Ellis, USN, in the cockpit.³
The F-4A through F-4D Phantoms were armed with four AIM-7 Sparrow radar-homing air-to-air missiles, and could carry additional Sparrows or AIM-9 Sidewinder infrared-homing missiles on pylons under the wings. Up to 16,000 pounds (7,257 kilograms) of bombs could be carried on five hardpoints.
McDonnell Aircraft built two YF4H-1 prototypes, followed by 45 F4H-1F (F-4A) Phantom IIs before the F-4B was introduced in 1961. 649 F-4Bs were produced. The initial U.S. Air Force variant was the F-110A Spectre (F-4C Phantom II). McDonnell Douglas delivered its last Phantom II, an F-4E-67-MC, on 25 October 1979. In 21 years, the company had built 5,057 Phantom IIs.
After 11 test flights at St. Louis, Bob Little flew the YF4H-1 west to Edwards Air Force Base in California where more detailed flight testing and evaluation took place.
On 21 October 1959, a failure of an engine access door led to a cascading series of problems which resulted in the loss of the airplane and death of the pilot, Gerald “Zeke” Huelsbeck.
24 May 1978: McDonnell Douglas delivered the 5,000th F-4 Phantom II, F-4E-65-MC 77-0290, to the United States Air Force in a ceremony at the McDonnell Aircraft Company division at St. Louis, Missouri.
The Mach 2 fighter bomber was developed in the early 1950s as a long range, missile-armed interceptor for the U.S. Navy. The first Phantom II, XF4H-1 Bu. No. 142259, made its maiden flight at St. Louis with future McDonnell Douglas president Robert C. Little at the controls. During flight testing, the U.S. Air Force was impressed by the new interceptor and soon ordered its own version, the F-110A Spectre. Under the Department of Defense redesignation, both Navy and Air Force versions became the F-4. Its name, “Phantom II,” was chosen by James S. McDonnell, and was in keeping with his naming the company’s fighters after supernatural beings.
The Phantom was a very powerful aircraft and set several speed, altitude and time-to-altitude records. The second aircraft, YF4H-1 Bu. No. 142260, flew to 98,557 feet (30,040 meters) on 6 December 1959. On 22 November 1961, the same Phantom set a World Absolute Speed Record of 1,606.509 miles per hour (2,585.425 kilometers per hour). 142260 was entered in the record books again when it established a World Record for Altitude in Horizontal Flight of 66,443.57 feet (20,252 meters), 5 December 1961. Future astronaut Commander John W. Young, United States Navy, flew another Phantom II, Bu. No. 149449, from the runway at NAS Point Mugu on the southern California coast to an altitude of 30,000 meters (82,020.997 feet) in 3 minutes, 50.440 seconds.
The Phantom II first entered combat during the Vietnam War. It became apparent that the all-missile armament was insufficient for the subsonic dogfights that it found itself in, and a 20 mm Gatling gun was added. Designed as an interceptor, it evolved into a fighter bomber and carried a bomb load heavier that a World War II B-17 bomber. The last American “aces” scored their victories while flying the Phantom over Vietnam.
The F-4 served with the U.S. Air Force until April 1996. The last operational flight was flown by an F-4G Wild Weasel assigned to the Idaho Air National Guard. A total of 5,195 Phantom IIs were built, most by McDonnell Douglas at St. Louis, but 138 were built in Japan by Mitsubishi. The Phantom is still in service with several air forces around the world.
McDonnell Douglas F-4E-65-MC Phantom II 77-0290 was transferred to the Türk Hava Kuvvetleri (Turkish Air Force), where it retained the U.S. Air Force serial number. It was written off 30 May 1989, however, it was later modernized by Israel Aerospace Industries (IAI) to the F-4E-2020 Terminator standard and as of 2016, remained in service.