Part 1
This initial segment of the Squadron's history, spanning from its inception in 1952 to its transfer to Aviano in April 2018, is presented in a narrative format, drawing from the official Squadron lineage's timeline. Part 1 also encompasses the periods when the Squadron was stationed at Keflavik and RAF Lakenheath. Over the years, I've accumulated a diverse collection of 56th patches, particularly significant due to the Squadron's presence in Europe, including their brief tenure as my local rescue unit when they were stationed at RAF Lakenheath.
Furthermore, this historical account features a comprehensive display of the Squadron's patches in chronological order, distinct from the Jolly Green Giant collection. It is my aim to provide you with detailed insights into the Squadron's background and the context behind each patch, enabling you to identify the origin, production date, and significance of the patches you may have.
I intend to continuously add more details about the Squadron and their patches, offering you a comprehensive understanding of their history and significance.
A New Era
The USAF decided to change all Air Rescue Group Flights into full Air Rescue Squadrons, so on October 17, 1952, the 7th Air Rescue Squadron A Flight was reconstituted as the 56th Air Rescue Squadron, with all personnel and aircraft from A Flight transferred to the newly formed 56th. Operating under the 7th Air Rescue Group, which was headquartered at Sidi Slimane, the Squadron was concurrently attached to the 5th Air Division for operational oversight. This arrangement persisted until the 7th ARG assumed complete control on February 28, 1953.
The Squadron was equipped with aircraft previously assigned to A Flight, including the H-5 and the amphibious SA-16.
Early Aircraft
The H-5 was named the Dragonfly by its manufacturer Sikorsky, represented an early helicopter design, with its inaugural flight taking place in 1943. It accommodated one or two crew members and could transport a maximum of two stretchers in external panniers. Propelled by an engine producing 450 horsepower, its range was restricted to a maximum of 360 miles.
Similar to many early small tandem-seat single-rotor aircraft, the H-5 encountered challenges with its center of gravity. Consequently, as a standard practice, the helicopter was equipped with two iron-bar weights, each encased in canvas, weighing 25 lb (11 kg) and 50 lb (23 kg) respectively. .
Flying with no passengers, both weights were placed forward alongside the pilot. With three passengers, both weights were normally placed in the baggage compartment. However, in conditions of high ambient temperatures, which reduced lift due to the lowered air density, all weights were jettisoned. If the weights could not be recovered later, pilots on future missions were forced to utilize rocks or other improvised weights next to the pilot after offloading their passengers, or else travel at a very slowly, normally 25 knots.
The H-5's tenure with the Squadron lasted until 1953, following its replacement by the SH-19 Chickasaw.
The H-5’s were used extensively during the Korean war & were called upon repeatedly to rescue United Nations pilots shot down behind enemy lines and to evacuate wounded personnel from frontline areas. (USAF Photo)
The SA-16 Albatross, a steadfast fixed-wing asset of the Squadron during its tenure in Sidi Slimane, was renowned for its versatility and proficiency in retrieving crews from the Mediterranean Sea. Sporting a crew capacity of four to six members, this aircraft boasted an impressive range of 2,850 miles, enabling extended-duration flights and successful rescue operations.
New Technology
In 1953, the Squadron saw the integration of the SH-19 and the SC-47. The SH-19 represented a significant advancement in rotary-wing operations, accommodating a two-person crew along with the capacity in the main cabin for either ten troops or eight stretchers. Powered by a Prat & Whitney engine generating 600 horsepower, the SH-19 boasted a range of 450 miles.
The Squadron operated the Chickasaw until it ceased operation in 1960. (USAF Photo)
The SC-47 joined the Squadron in 1953 and remained in service with them until 1956. Derived from the renowned C-47 Dakota cargo aircraft, the SC-47 inherited a legacy of dropping numerous allied troops during World War II and transporting significant cargo during the Berlin Airlift.
The Squadrons SC-47’s differed from the standard
C-47in that they carried rubber rafts that could be air-dropped to downed aircrew that were in the water. (USAF Photo)
Closure in the Med
On December 8, 1956, the Squadron was reassigned to the 12th Air Rescue Group following the deactivation of the 7th Air Rescue Group at Sidi Slimane. Subsequently, on February 18, 1958, the Squadron was once again reassigned, this time to the Air Rescue Service, after the inactivation of the 12th Air Rescue Group. During this time, it was attached to Detachment 3, 8 Air Rescue Group [European Rescue Operations Centre], from February 18, 1958, to March 18, 1959, and then to Detachment 3, Air Rescue Service [European Recovery Operations Centre], from March 18, 1959, to March 18, 1960, when the Squadron was ultimately discontinued and deactivated. Throughout its years of service from 1952 until its inactivation, the Squadron conducted search and rescue operations and medical evacuations in the North African and Southern European regions.
The early Squadrons early insignia design was a cartoon SA-16 wearing a fez with a Moroccan background. It wasn't until sixty years later until this design was used again, this time at Aviano as a heritage patch.
If you have one of these patches you'd be willing to sell, trade or donate, please get in touch, I'd love to hear from you.
South East Asia & the Crown
On July 8, 1972, the 56th Air Rescue Squadron was activated at Korat RTAFB, Thailand, and designated as part of the 3rd ARRG, headquartered at Tan Son Nhut AB, South Vietnam. Shortly after its activation, it was re-designated as the 56th Aerospace Rescue and Recovery Squadron.
This activation was a direct result of the inactivation of the 39th ARRS on April 1, 1972, leading to the temporary integration of its aircraft and crews into Detachment 4 of the 3d ARRG at Korat until the establishment of the 56th on July 8. The 56th inherited personnel and HC-130H's from the detachment. The Squadron was subsequently reassigned to the 41st Aerospace Rescue and Recovery Wing, later to become the 41 Rescue and Weather Reconnaissance Wing, and was attached to the 3d Aerospace Rescue and Recovery Group from August 20, 1972, until its inactivation.
The special C-130 Hercules Combat Shadow series aircraft were first put into service in December 1965. During the Vietnam War, the HC-130H initially operated under the callsign CROWN, which was later changed to KING around 1970. The Hercules crew, including the pilot, co-pilot, and navigator, provided aerial coordination for supporting and rescue aircraft, facilitated CSAR operations, and conducted aerial refuelling.
The HC-130 was capable of CSAR mission management as well as air to air refuelling of the Jolly Green Giants it was supporting. (Photo courtesyof Robert E. Reffitt)
Eagle Pull
During the Vietnam War, the Squadron participated in Operation Eagle Pull, the evacuation of Phnom Penh. With the Khmer Rouge's imminent victory, the US government formulated plans to evacuate US nationals and allied Cambodians by helicopter to ships in the Gulf of Thailand. A HC-130 from the 56th Squadron coordinated the helicopter flights to the evacuation ships, commencing on the morning of April 12, 1975. Five days later, the Khmer Republic collapsed, and the Khmer Rouge assumed control of Phnom Penh.
In addition to their involvement in Operation Eagle Pull, the Squadron operated HH-43 Huskies, carrying out local base rescue missions.
Subsequently, on October 15, 1975, the squadron was deactivated at Korat, with its remaining four HC-130P's joining the 40th ARRS.
A pair of patches depicting the King/Crown missions flown by the HC-130's. Obviously a version that was made in the Far East. Thank you to Robert E. Reffitt for allowing me to show the second patch he used while assigned to the 56th ARRS at Korat.
If you have one of these patches you'd be willing to sell, trade or donate, please get in touch, I'd love to hear from you.
Obviously a version that was made in the Far East. This shows the Guardian Angel holding the globe with a SEA map & a star indicating Korat AB in Thailand.
If you have one of these patches you'd be willing to sell, trade or donate, please get in touch, I'd love to hear from you.
If you have one of these patches you'd be willing to sell, trade or donate, please get in touch, I'd love to hear from you.
Finally a maintenance patch from the Squadron.
Land of Fire & Ice
After a thirteen-year hiatus, the 56th Squadron resumed its operations, this time stationed at NAS Keflavik in Iceland, taking over from Detachment 14 of the 67th ARRS. The Squadron was reactivated on May 1, 1988, as the 56th ARRS and was assigned to the 39th Special Operations Wing
The only Aerospace Rescue & Recovery Squadron patch I know of was this Jolly Green Giant patch. Reportedly made for SEA, but doubtful as the Squadron was a HC-130 unit, so realistically a HH-3 patch from Iceland.
Subsequently, on April 1, 1989, the Squadron was reassigned to the 41st Rescue and Weather Reconnaissance Wing before being redesignated as the 56th Air Rescue Squadron on June 1, 1989. On August 1, 1989, it was once again reassigned, this time to the Air Rescue Service.
During this period, the Squadron operated the HH-3E Jolly Green Giant, the original aircraft that carried the distinguished name and mission.
A colour version of the ARS patch & easy to date as the Air Rescue Squadrons were only active from 1989 to 1993. This patch spans the HH-3 & the conversation to the replacement HH-60G.
There's nearly always a subdued version too, this one being used by the Squadron while based in Iceland.
In 1992, the HH-3E's were succeeded by the advanced HH-60G, representing a significant technological leap in Combat Search and Rescue (CSAR) operations. The introduction of the HH-60G marked a pivotal shift in the program.
The initiative commenced with the modification of 16 UH-60A's, equipping them with aerial refuelling capabilities, extended fuel tanks, and upgraded armament systems, subsequently named Credible Hawks. These aircraft later served as Special Operations helicopters. An additional 82 UH-60A's were later converted and redesignated in 1991 as HH-60G's, specifically tailored for CSAR operations.
An early Credible Hawk converted UH-60A with inflight refuelling probe fitted. (US National Archives)
This group of HH-60G's were renamed as Pave Hawk helicopters. The term "PAVE" represented "Precision Avionics Vectoring Equipment," with the addition on the original from the Black Hawk.
The new designation reflected an advanced communications and navigation suite, incorporating an integrated inertial navigation/global positioning/Doppler navigation system, along with additional features such as satellite communications, secure voice, and Have Quick communications. Notably, they were equipped with a nose-mounted radome, enhancing their operational capabilities.
A HH-60G jumps into action at RIAT 1993 after a couple of MiG-29's collided & crashed while conducting an air display. The crews witnessed the crash, kicked down the barriers & cranked up the Pavehawk in case they were needed for rescuing casualties. Luckily no-one was hurt, but this just goes to show the enduring professionalism even when relaxing at an air show. (A. Richardson)
On February 1, 1993, the Squadron was redesignated as the 56th Rescue Squadron and was subsequently reassigned to Air Forces Iceland, within the 35th Operations Group on May 31, 1993. It later became part of the 85th Operations Group on October 1, 1994, and eventually the 85th Group on July 1, 1995.
A version of the Rescue Squadron patch used in Iceland when flying the HH-60G, this one dating to the mid 1990's. This one is backed with hook & loop & could probably tell a few tales as it shows some signs of being worn.
Lakenheath 2006
(USAF Photo by MSgt Lance Cheung)
(USAF Photo by SSgt Jason E. Webb)
This is a gaggle patch representing the Squadrons based at NAS Keflavik. From top left clockwise, 57th FIS operated F-15C/D's providing air defence. The 932d AC&WS was the general radar surveillance Squadron providing radar cover for Iceland & the North Atlantic, the Squadron being based at Keflavik & Rockville AS. The 960th AWACS operated E-3 Sentry's on a rotational basis. Det. 1 306th Strat Wing or Det. 1 11th Strat Group (the det 1 patch was the same for both Group & Wing) controlled TDY KC-135's which provided aerial refuelling support & finally the 56th RQS. This patch would date from 1980's until 1992.
1994 Outstanding Airmanship Award & the 1994 Mackay Trophy winners
For extraordinary heroism and self-sacrifice during the rescue of six Icelandic sailors who were stranded when their ship foundered in heavy seas and strong winds.
On Jan. 10, 1994, members of the 56th Rescue Squadron, then located at Naval Air Station Keflavik, Iceland, executed a mission in extreme weather against the odds to rescue the crew of the Godinn, stranded just off the coast of Vodvlavik, Iceland.
The Squadron was scheduled to fly a pair of Pavehawks on a training mission, however bad weather postponed the flight.
Knowing that they could get the call to action at any moment the two Pave Hawk crews took Air Force pararescuemen and a doctor along on the training mission and headed east.
After take off the weather conditions worsened & the crew said "It was like flying inside a ping-pong ball because everything we saw was white. That's all we could see."
Because the original training mission was to practice refuelling, the HH-60 pilots were given confidence knowing the HC-130 Combat King could fly ahead to check weather conditions.
While enroute to the scene, the pilots received word that the Icelandic rescue forces had to turn back due to the extreme weather conditions. Shortly after that, the HC-130 reported a dangerous in-flight emergency -- a wing overheat -- and had to abort the mission, leaving the Pave Hawks on their own.
The crew didn't know that the ship had already sunk and that six crew members were tied to the top of the wheel house and that one crew member had already perished and washed up on shore.
They called the Rescue centre to say the weather was too bad, but after hearing the news about the ship & crew they pushed on desperate to save the remaining six crew.
Enroute the severe weather caused a downdraft caught them by surprise causing their Pavehawk to fall from 200ft to 45ft in a matter of seconds.
Once the team arrived at the Godinn, they began making trips to and from shore, ferrying the boat's crew to rescue teams waiting on snowmobiles. With 70-knot winds on the nose of the HH-60s the pilots were not able to turn with patients so they backed up to the coastline, maintaining their heading.
The weather was so challenging that some of the rescued crew were dunked into the sea again while on the winch, something they could laugh about after the mission.
With the last two crewmembers and doctor on board, the pilots began looking for the closest possible hospital. With terrible winds and weather conditions, they headed toward familiar territory in Neskaupstadur.
Because the aircraft commander, then Lt. Col. and squadron commander Jim Sills, had forgotten his night vision goggle mounts, Copsey took the controls as pilot. However, when Copsey experienced vertigo, the two had to fly together. Sills held the controls in one hand and goggles in the other while Copsey controlled the altitude with his head between his knees to regain orientation.
Once the crew arrived in Neskaupstadur, they landed at the first possible chance. Both HH-60s landed in a small lot, leaving only about six feet between their rotors.
The rescue was hails as one of the most honored in U.S. Air Force history.
Crew of Air Force Rescue 206
Capt. John W. Blumentritt-1994 Aviator Valor Award
Capt. Gary W. Henderson
SRA. Jeffrey M. Frembling
SSgt. Matthew A. Wells-1994 Cheney Award
SRA Jesse W. Goerz-1994 Cheney Award
Crew of Air Force Rescue 208
Lt Col. James A. Sills -1994 Jabara Award for Airmanship;
Lt Col. Gary L. Copsey
Lt. Richard E. Assaf
TSgt. Gregory M. Reed
SR. William R. Payne
Capt. John W. Blumentritt-1994 Aviator Valor Award
Capt. Gary W. Henderson
SRA. Jeffrey M. Frembling
SSgt. Matthew A. Wells-1994 Cheney Award
SRA Jesse W. Goerz-1994 Cheney Award
Crew of Air Force Rescue 208
Lt Col. James A. Sills -1994 Jabara Award for Airmanship;
Lt Col. Gary L. Copsey
Lt. Richard E. Assaf
TSgt. Gregory M. Reed
SR. William R. Payne
856th Expeditionary Rescue Squadron
Between March 16 and April 30, 2003, two HH-60G's were stationed at Mildenhall, serving as a vital component of base security operations during Operation Iraqi Freedom at Fairford. The deployment itself was designated as the 856th Expeditionary Rescue Squadron.
Their primary duty was to provide security for the operations at Fairford, which included the deployment of five B-52H's engaged in a bombing campaign, utilizing conventional and CALCM's against Iraqi forces. Operating from RAF Mildenhall, the Pavehawks conducted daily missions to Fairford, contributing significantly to base security efforts.
The 56th Rescue Squadron was redesignated as the 856th Expeditionary Rescue Squadron for two deployments, so there are two variations of the patch. The one on the left is the RAF Mildenhall version. You can tell the main difference by the merrowed edge, as this version looks slightly less refined than the later version.
The one on the right was was used for the Sierra Leone deployment. As you can see the second later patch has a very smooth merrowed edge, a tell tale sign and is backed with hook and loop.
A HH-60 comes into land at RAF Mildenhall after a day supporting B-52 missions at RAF Fairford. (Photo courtesy of D. Currie)
The 856th ERQS was activated for a subsequent mission in 2003, this time deployed to Lungi Airport in Sierra Leone. Three HH-60G’s were transported in July via a C-5A Galaxy to aid USMC personnel from the Fleet Anti-terrorism Security Team (FAST) stationed at NAS Rota in Spain, providing support for the US Embassy in Monrovia, Liberia.
While based in Iceland the Squadron covered the search area from Iceland all the way up to the north pole, which covered more than one million square miles.
Europe bound
Following the closure of NAS Keflavik and its subsequent takeover by the Icelandic Defence Force, the Squadron relocated to RAF Lakenheath, UK, on June 1, 2006.
When the 56th RQS was planning to leave Iceland, one of the USAFE list of possibilities to go to was Schwäbisch Hall Army Airfield, an old Luftwaffe Me-262 base near SOCEUR’s Green Beret & SEAL Operators in Stuttgart. It would have replaced the Army UH-60/CH-47s and basically had our own base.
This transition led to the Squadron being assigned to the 48th Operations Group, which operated the F-15C/D & E's. The move to Lakenheath facilitated the Squadron's capacity to provide critical Combat Search and Rescue (CSAR) support within USAFE, EUCOM, and NATO.
The Squadron's extensive capabilities were demonstrated during a significant long-range Search and Rescue (SAR) mission, aimed at evacuating an ill Burmese mariner from the civilian cargo ship Pascha. Two HH-60G's from the Squadron embarked on a 400-mile mission off the west coast of Ireland, supported by a KC-135 from the 100th ARW that facilitated refuelling operations for an MC-130P from the 352d SOG, subsequently providing refuelling support for the Pavehawks.
A sailor, from the cargo ship Pascha, is hoisted aboard an HH-60G Pave Hawk helicopter from the 56th Rescue Squadron. (USAF photo/MSgt. Jay Reinschi.)
Airmen of the 56th Rescue Squadron at RAF Lakenheath, England, pose in front of one of the two HH-60G Pave Hawks used in a rescue mission off the West coast of Ireland. The pararescue specialists and crew hoisted a sailor in need of emergent medical care onto their helicopter from the cargo ship, Pascha. The man was experiencing severe abdominal pain, requiring immediate medical evacuation. (USAF photo / Senior Airmen Michael Barber)
The first time the Squadron attended an air show was at Duxford in 2007 & this was when the first patches became available.
There were also another batch of pencil tabs made this time by Aviation Gear in the US, these being obtained from Flightline Insignia. The top tab takes the design used by MLB with the two tone blue & red design & was one of the first units to do so. These were made in 2007.
Other patches came out during their time at Lakenheath, most of them unofficial, Friday night or morale patches. They were also deployed some of the time too for operations in Iraq & Afghanistan, so again had various patches made for these deployments.
Jolly 22
On the 7 Jan 2014, a pair of 56th RQS Pavehawks were on a training mission on the Norfolk coast, when one tragically crashed after hitting a flock of geese.
For the memorial service on the 17 Jan 2014 this patch was sold to raise money for the crews that were lost in the accident. Only 100 of these patches were made.
In 2020 a Jolly 22 memorial patch was made to commemorate the loss, this one was officially made by the 56th RQS, while they were based at Aviano. This is seen worn by a crewman at Aviano in June 2022.
Another one made in 2020 when based at Aviano, again by the Squadron is a remake of the first patch. This shows that the Squadron always remember the losses & sacrifices made.
Here are a couple of special patches, these both being name tags worn by the crews of the 56th RQS.
Operational Deployments
Despite being one of the smallest USAF rescue units, housing only five HH-60G's, the Squadron played a crucial role in the global war on terror, deploying to Afghanistan and Iraq for Operation ENDURING FREEDOM from 2009 onward. Regrettably, they typically did not receive direct Squadron recognition for their contributions, often sending crews to a "Rainbow" Squadron such as the 26th ERQS.
This practice of deploying crews without specific Squadron acknowledgment stands in stark contrast to the treatment received by Fighter Squadrons, who deploy as complete units and receive full recognition within their lineage for their deployments.
"IF HE'S OUT THERE
WE'LL FIND HIM"
This is adapted to depict a chapter of the USAF rescue community, this being the English Chapter.....
....& this one for the other crews flying the HH-60G Pavehawk.
If you have one of these patches you'd be willing to sell, trade or donate, please get in touch, I'd love to hear from you.
This was made at the Lakenheath on base hobby shop in 2018. This depicts Johnny Chimpo a character which features in the movie Super Troopers. The significance of the character is unknown. This was made for a deployment during Operation ENDURING FREEDOM in 2013, & also has the National Geographic emblem which probably pays tribute to the show 'Inside Combat Rescue', which had some 56th RQS crewmembers being featured in the programme.
This patch depicts the UK motorway (freeway) signs used in areas where free recovery is available due to roadworks being carried out. This was manufactured at the on base hobby shop at RAF Lakenheath c.2017. Be aware if you see one of these for sale as LOTS have been copied & are for sale on bidding sites, & they are all copies.
If you have one of these patches you'd be willing to sell, trade or donate, please get in touch, I'd love to hear from you.
This patch was made by the maintenance guys on the 56th AMU who worked on the
HH-60G's. A thanks to Darren Currie for supplying me the to display for you.
This is one of the last patches made in the UK as it was also used by the crews when they arrived at their new home of Aviano. This is the only PVC official Squadron patch manufactured &......
.....it also glows in the dark.
Seen being worn at Aviano during 2021.
(USAF Photo/A1C Erika Woolever)
Maintenance Units
The 56th RQS only work with the help from the superb maintenance Squadron supporting them. The 56th AMU was renamed the 56th HMU.
The 56th AMU & 493rd AMU were combined & reassigned from the 48th AMXS to form the 478th AMS in November 2009. This is one of the patches they had made for the merger.
If you have any additional information about this patch please contact me & I´ll get back to you.
Thanks👣
A huge thanks to Jeremiah Reynolds for some of the information provided in the history.
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