USAF / 55th RQS / Full Squadron History / Jolly Green Giant

'NIGHTHAWKS' 

The 55th Air Rescue Squadron was activated on 14 November 1952, at Thule Air Force Base, Greenland, where it replaced E Flight, 6th Air Rescue Squadron, when Air Rescue Service expanded its squadrons to groups and replaced their flights with new squadrons. All the personnel & equipment from E Flight transferred to the new squadron, so they inherited the SB-17’s & SC-47’s, with the Squadron assigned to the 6th Air Rescue Group. In 1953 the squadron received H-19’s, SA-16’s & H-21’s & replaced the SC-47’s which were retired in 1954 & the SB-17 which left the Squadron in 1955 along with the H-21’s. In 1956 the unit gained the SC-54 Rescuemaster & the new SH-21’s both of which would remain with the Squadron until it was inactivated. 1957 saw the retirement of the H-19’s & Squadron was reassigned to the Air Rescue Service on the 18 February 1958. The following year saw the SA-16’s leave the Squadron.

Jopeter Rescue

The Norwegian vessel 'Jopeter' encountered trouble in a North Atlantic ice pack, losing its propellers and ultimately being abandoned. The 55th Air Rescue Squadron orchestrated a substantial rescue operation, successfully evacuating 26 passengers and crew members to another ship. Operating from Thule, the squadron conducted training and search and rescue missions until March 17, 1960. It then relocated to Kindley AFB, Bermuda, where it was eventually discontinued and inactivated on June 18, 1960.

Reactivated on May 10, 1961, the squadron was assigned to the Military Air Transport Service (MATS) and officially organized on June 18, 1961, at Kindley AFB, Bermuda. Initially employing the HC–54 and SH–19, these were later substituted with the HH-43 and HC-97 in 1963 and 1964, respectively. In 1966, the squadron phased out all its existing aircraft upon the introduction of the HC–130.

HC-130's

The HC-130N, derived from the Fulton-modified Hercules and nicknamed the Combat King, operated in daytime missions against diminished threats. However, the crews typically conducted night operations, engaging in low-level flights, air refueling, and airdrop missions with night vision goggles. The aircraft excelled in flying low-level NVG tactical profiles to minimize detection. To optimize mission success and survivability in populated areas, USAF HC-130 crews employed tactics like operating without external lighting or communications and evading radar and weapons detection.

Between June 1961 and January 1966, the squadron played a pivotal role in supporting manned spacecraft recovery operations. On January 8, 1966, it was redesignated as the 55th Aerospace Rescue and Recovery Squadron and was reassigned to the 39 ARRW. Later, on January 1, 1970, the 39 ARRW transformed into the 39 SOW.

A couple of patches used by the early HC-130 crews.

The squadron shifted to McCoy AFB on February 27, 1970, and later established its long-term presence at Eglin AFB on June 25, 1971. Its primary mission at Eglin included providing rescue coverage for Apollo missions to the moon during the early 1970s.

Jonestown Massacre

The Peoples Temple Agricultural Project, commonly known as "Jonestown," was a remote settlement in Guyana established by the U.S.-based cult Peoples Temple, led by Jim Jones. On November 18, 1978, international attention was drawn when 909 people died in Jonestown, at the nearby Port Kaituma airstrip, and at a Temple-run building in Georgetown, Guyana's capital. The settlement's name became synonymous with these tragic events.

Of the 918 deaths in Jonestown, almost all resulted from apparent cyanide poisoning, with many individuals forcibly injected. Jim Jones termed the mass event "revolutionary suicide." In response, a Combat Control Team (CCT) was deployed to establish communications and control. Facing virtually non-existent local communication, the CCT connected with officials in Georgetown. Despite an unsafe local airstrip, the 55th Squadron was tasked with transporting the bodies from Jonestown to Georgetown. Body retrieval began four days after the incident, with teams identifying and transporting the bodies via HH-53s to Georgetown and then on C-141 Starlifters to the East Coast mortuary at Dover. The 55th completed the recovery and extraction of the CCT from Jonestown after ten days.

Crew load bodies onto a HH-53 from the 55th ARRS, the victims of the

Jonestown tragedy. (USAF Photo/Jose L. Sanchez)

Paving the Way

In 1982, the 55th Squadron played a crucial role in shaping the future of air rescue in the USAF with the arrival of the UH/MH–60. The HH-60A and HH-60D were part of the same program, with HH-60As initially replacing the HH-3E. The plan was for HH-60As to transition to HH-60D, akin to the HH-53 to Pave Low conversion. The 55th ARRS at Eglin received ten UH-60As for initial testing, converting only #23718 to the HH-60A/D standard, serving as the program's initial test aircraft.

In 1982, as UH-60As were delivered, the Air Staff recommended reducing the proposed 243 HH-60D's to 69 HH-60Ds and 86 HH-60Es (the HH-60E was essentially a UH-60A with a refueling probe). In the FY85 procurement bill, the HH-60D was entirely cut due to costs—modifications from A to D model equaled the price of an F-16 at $20 million. The development of the HH-60 cleverly operated under the new name "Credible Hawk."

Four of the UH-60A's on the delivery flight to the 55th ARRS. 

(USAF Photo)

Credible Hawk

In the late 1980s, Credible Hawk aimed to enhance and modernize the rescue aircraft program, transforming HH-53s into Pave Lows, improving HC-130s, and evolving HH-60s into MH-60Gs. The MH-60G's $20 million cost posed a challenge, prompting creative thinking to secure approval. Leveraging Navy-funded modifications for the Pave Low proved cost-effective, with MH-60G changes piggybacking on shared equipment.

The 55th Squadron used ten UH-60As, periodically modifying them within budget constraints. The Squadron strategically incorporated upgrades incrementally, avoiding financial scrutiny. Post-modification, the Squadron tested and crafted manuals, a process now taking years and costing millions. The conversion cost of an HH-60A to MH-60G dropped from $20 million to $2 million, and for ten MH-60Gs, from $200 million to $20 million. Crafty planning and the 55th's dedication made the MH-60G combat-ready at a fraction of the cost, earning approval for HH-60G purchases in ANG and AFRes units, eventually extending to active duty units.

Special Operations

On March 1, 1988, the Squadron underwent a significant transformation, being redesignated as the 55th Special Operations Squadron. It relinquished its fixed-wing HC-130s, becoming the sole Special Operations Squadron in the USAF operating the MH-60G. On August 20, 1988, the Squadron achieved a record flight with a pair of MH-60Gs covering 1,640 nautical miles from Antigua to Eglin AFB in 11.1 hours, utilizing six aerial refuelings in transit.

The Squadron was reassigned to the 1st Special Operations Wing on April 18, 1989, quickly resuming active duty and maintaining its role in special operations.

A MH-60G sits on the flight line with a couple of MH-53J's from the 20th SOS which all shared the same base at Hurlburt Field. (USAF Photo)

Operation Just Cause

The 55th Special Operations Squadron faced a critical test during Operation Just Cause, which commenced on December 20, 1989. The Squadron conducted extensive training missions leading up to the operation, with most crews unaware of the mission's specifics. The Squadron's workload in 1989 was so intense that some crews spent up to 300 days away from home.

Four MH-60Gs were transported on a C-5 to Panama for special operations and search and rescue missions. Initially supporting MH-53Js during the raid on Noriega's villa, the 55th later assisted in dropping off and extracting Navy SEAL teams under fire at Patilla Airfield. Operation Just Cause concluded on January 14, 1990, with the removal of General Manuel Noriega, the de facto Panamanian leader, wanted by the United States for racketeering and drug trafficking. Following the operation, the Panama Defense Forces were dissolved, and President-elect Guillermo Endara assumed office.

Desert Shield/Storm

During the period of Desert Shield, the Squadron and AFSOC were undergoing a transition, moving from Vietnam-era technology to the modern HH-60G. However, the invasion of Kuwait by Saddam Hussein occurred amid this transition, leaving the rescue forces not fully operational. As a response, the Air Force deployed a Squadron with elderly HH-3Es (71st SOS), MH-53Js (21st & 20th SOS), and the 55th SOS, which had experience with the MH-60G in the AFSOC role.

This situation posed challenges for rescue forces, especially considering the formidable Iraqi Army with vast quantities of anti-aircraft artillery (AAA) and surface-to-air missiles (SAMs). The coalition anticipated a costly air war with the risk of pilots being shot down, deviating from the envisioned modern warfare without nuclear weapons. This emphasized the need for effective rescue capabilities for downed aircrew members.

The 55th experienced delays in its buildup due to a shortage of airlift aircraft, with high demand for C-5s, C-141s, and C-130s. Despite the challenges, the eight Pavehawks eventually arrived at King Fahd International Airport on September 11, 1990. These newly arrived Pavehawks joined the MH-53Js already in theater, which had been patiently awaiting materials for over a month to complete their paint job.

The deployment faced complications as AFSOC sought to return half of the MH-60s for updates, incorporating FLIR and GPS modifications and keeping the modification line open for future MH-60 fleets. The absence of GPS and FLIR in MH-60s posed challenges for 55th crews in featureless deserts, but the MH-53Js, equipped with these systems, could assist in missions where needed. Replacement MH-60s came from the 71st SOS's HH-3s.

Initially, the 71st SOS faced challenges with readiness, as only two HH-3s and three tactically qualified crews were available. Despite this, they were activated on December 21, enhancing the HH-3s in just two weeks with FLIR, SATCOM, enhanced APR-39, and GPS. Active duty units supported the 71st SOS crews, ensuring they had enough personnel to operate the HH-3s. The 71st SOS arrived at KFIA on January 12, 1991, with minimal training time before the war started. Subsequently, four of the 55th SOS's MH-60s were returned to the United States by January 29, leaving four to operate for the duration of Desert Storm.

The 55th initiated local orientation flights on September 13, followed by comprehensive training, including search and rescue (SAR) and close air support (CAS) exercises with multiple AFSOC aircraft in the subsequent weeks.

The expansive theatre of operations was divided into three sectors: western, central, and eastern. The western sector was covered by four 55th SOS MH-60Gs, alongside MH-53Js from the 20th SOS, operating from a Forward Operating Base (FOB) at Al Jouf & Ar' Ar. The central sector was under the coverage of the US Army's 160th SOAR from King Khalid, and the eastern sector was served by the 55th SOS and the 71st SOS HH-3Es from a pier at Ras al Mishab near the Kuwait border, with support from the 20th SOS based at King Fahd.

In the western sector, the 20th SOS played a crucial role in the rescue of a downed F-14 pilot, 'Slate 46,' on January 21, 1991, shot down by an SA-2 SAM. Unfortunately, the RIO was captured and held as a POW for 43 days.

Lt. Devon Jones from VF-103 Sluggers was flying his F-14A+ Tomcat from USS Saratoga returning on a successful EA-6B escort mission when he & his RIO were shot down by a SAM. This picture shows him being picked up by the MH-53J from the 20th SOS. (USAF/US Navy Photo)

In the eastern sector, HH-60s and HH-3Es collaborated along the coastline with US Navy SEAL teams. Positioned at Ras al Mishab, they stood on alert as Combat Search and Rescue (CSAR) support, observing coalition planes streaming over the border on the first night of the war.

A newly painted MH-60G is guarded by the Security Forces. (USAF Photo)

Provide Comfort

After Desert Storm, the Squadron extended its support by deploying for Operation Provide Comfort II. The initial Provide Comfort operation, from April to July 1991, aimed to defend Kurdish refugees in northern Iraq and provide humanitarian aid. Operation Provide Comfort II commenced on July 24, 1991, focusing on preventing Iraqi aggression against the Kurds.

Deploying to the region in October 1991, the Squadron operated MH-60s in Northern Iraq and Turkey until returning to Eglin in August 1992. Upon its return, the Squadron was reassigned to the 1st Special Operations Group on September 22, 1992. Later, on February 25, 1993, it relocated to the modern hub of Special Operations at Hurlburt Field.

Northern Watch

Operation Northern Watch (ONW) succeeded Operation Provide Comfort and was a Combined Task Force (CTF) responsible for enforcing a no-fly zone above the 36th parallel in Iraq. The mission commenced on January 1, 1997, and officially stood down on May 1, 2003. Coalition aircraft patrolled the area on an average of 18 days per month and frequently encountered hostile fire, primarily from anti-aircraft guns. Despite Saddam Hussein offering a $14,000 reward for downing a Coalition aircraft, no warplanes were shot down during the operation.

Allied Force

Operation Allied Force, a NATO bombing campaign, aimed to stop Serbian dictator Slobodan Milosevic and compel Serbian forces to withdraw from Kosovo. The strategy involved achieving complete air superiority before targeting Serbian forces en masse. Over 38,000 sorties were conducted within Kosovo and Serbia over 78 days.

On June 3, President Milosevic agreed to withdraw his forces and accede to NATO's demands, formalized in a treaty signed on June 9. NATO aircraft ceased patrolling over Serbia the next day, confirming the withdrawal of Serbian forces. Operation Allied Force was officially terminated on June 20. During the conflict, the USAF's 55th SOS and AFSOC's crew were involved in two rescues, with six of the ten pilots receiving the USAF's Silver Star for the historical rescue of Vega 13, an F-117A, and Hammer 14, an F-16.

Map showing the deployment base at Brindisi in Italy with the FOL at Tuzla in Bosnia Herzegovina, which is where the MH-53J's & HH-60G  from the 55th SOS staged the rescue from.

Vega 13

On March 27, 1999, a chilling radio call echoed through the night: "Mayday, Mayday, Mayday. I’m Vega 31, on the way down." This marked the fourth night of Operation Allied Force, and the unthinkable had occurred – a stealth F-117A, #82-0806 from the 49th FW, had been shot down. It was the first time a stealth fighter had been successfully targeted.

Rescue forces in the area, comprising two MH-53Js from the 20th and 21st SOS and an HH-60G from the 55th SOS, were on standby each night. Departing from Brindisi in Italy before the attack windows, they positioned themselves at Tuzla AB in northeastern Bosnia during airstrikes. This strategic positioning significantly reduced response time for recovering downed airmen, particularly in northern Serbia.

While refueling at a Forward Operating Base (FOB), the rescue team from the 55th SOS heard the fragmented mayday transmission of Vega 31. Landing at Tuzla, they knew they would be flying a mission that night, but the details of what had been shot down remained unclear. The mayday call was also intercepted by an AWACS and "Frank 36," a KC-135 Tanker refueling F-16s that night. If these aircraft had heard the call, it was likely the Serbians were aware, intensifying the urgency of the situation.

Colonel Stephan J. Laushine, the 55th SOS commander, served as the helicopter rescue mission commander for both the F-117A/Vega 31 rescue and the later F-16/Hammer 34 rescue. The team comprised Laushine flying his MH-53M Pave Low, Capt. James L. Cardoso piloting the other MH-53M, and Capt. Chad P. Franks flying the MH-60G Pave Hawk. Franks' MH-60G Pave Hawk was tasked with the actual pick-up, while the two MH-53M Pave Lows circled overhead to provide air cover.

Moccasin 60 20st SOS MH-53J #67-14495	Moccasin 61 21st SOS MH-53J	Gator 07 55th SOS MH-60G #87-26009
Capt. Cardoso (P)	Capt. Shaw Cameron (P)	Capt. Chad Franks (P)
Capt. John Glass (CP)	Capt. Matt Daley (CP)	Capt. Matt Glover (CP)
Capt. John Glass (CP)	SSgt. Jim Hessick (FE)	SrA. John Jordan (PJ)
Col. Laushine (RMC)	SSgt. Bill Rippert (FE)	SSgt. Eric Giacchino (PJ)
SSgt. Bill Clemons (FE)	TSgt. Mike Hopkins (AG)	SrA. Shawn Swift (FE)
TSgt. Ed Hux (FE)	SrA. Mason Minich	SSgt. Gunther Kirsch (AG)
MSgt. John Dubuisson (AG)
SrA. Chris Bloomfield (AG)
STS Team Chalk lead	STS Team Chalk 2	STS Team Chalk 3
Anthony “Tony” Negron (PJ)	Nate C (PJ)	Eric G (PJ)
Lance Superknaw (PJ)	Ronald E (PJ)	John M. J (PJ)
Rob P (CCT)	Christopher B (CCT)	Donald “DJ” Cantwell (CCT)

The three helicopters carried their crews, including three on the STS team consisting of two PJ’s and a CCT. The Pave Low also transported a 5-man site security team from the 10th Special Forces Group, while the lead Pave Low carried the Rescue Mission Commander (RMC) and the Direct Support Operator (DSO). The RMC, a CC or DO from one of the three helicopter squadrons, meant that a total of 37 personnel participated in the rescue mission.

Initially lacking accurate coordinates, the crews made light of the situation, joking about taking a Pave Low to the same place where a Stealth fighter had been shot down. Flying in hostile territory was not a prospect they relished. However, upon receiving coordinates, they took off at 21:15, heading to meet their A-10 escorts. Sandy 41 and 42 were to escort the helicopters at low altitude to reach the survivor, while Sandy 30 and 31 would fly over the survivor. The meeting with the A-10s was delayed over an hour due to a time mix-up. The helicopters landed to establish communications with command elements and the A-10s, eventually coordinating an air-to-air refueling with an MC-130P, which had launched from Aviano, conducting this at 700 feet just three miles outside Serbian airspace.

After a 4-hour wait for authorization, the helicopters received the green light at 01:58 to cross the border. The night was exceptionally dark due to the weather, and the crews flew at low levels to avoid collisions with power lines, successfully dodging searchlights scanning for the noisy helicopters. The A-10s, flying above the weather, advised the helicopters to rely on their miniguns and .50 cals for protection.

Approximately 5 miles out, the helicopters made contact with Vega 31 and requested him to light up his position. Vega 31 popped a flare half a mile from the helicopters' position, guiding the HH-60 to descend rapidly for the pickup. They spent just 45 seconds on the ground, swiftly bundling the F-117 pilot, Lt. Col. Darrell Patrick "Dale" Zelko, into the back of the Pavehawk before taking off. The egress mirrored the ingress, facing searchlights and some anti-aircraft artillery (AAA). The team crossed the Serbian border at 02:46, taking 48 minutes in Serbian time. They flew directly back to Tuzla and promptly returned Lt. Col. Zelko to the base he had taken off from the night before. Vega 31 was loaded onto a transport aircraft so swiftly that the crew of Moccasin 60 didn't meet him until he visited the 20th SOS at Hurlburt Field after Operation Allied Force.

Maj. Franks, now the 15th Air Force Commander, stands in front of the very same HH-60G #89-26009 that rescued 'Vega 31' after the Pavehawk was retired to Hurlburt Field on the 5 May 2021. (USAF Photo)

‘Start Finding Me Boys’ Hammer 34

Before becoming the Chief of Staff, then Lt. Col. Dave Goldfein commanded the 555th Fighter Squadron, flying an F-16 based at Aviano AB, Italy. On May 2, 1999, at 02:00, he piloted his F-16 as "Hammer 34" on a night combat sortie over Serbia, searching for enemy anti-aircraft missile batteries. His F-16 was hit by a SA-3 Goa Surface-to-Air Missile, and although initially flyable, he had to eject as he struggled to keep it aloft. Goldfein ejected 40 miles southwest of Belgrade, making the famous call before ejecting, "Start finding me, boys," to mark his position.

Actually cockpit footage from Gen. Goldfeins mission.

Once on the ground, Goldfein initiated escape and evasion from Serbian forces in pursuit. The recovery package at Tuzla that night mirrored the structure of the Vega 31 F-117A rescue—two MH-53Js and a pickup aircraft MH-60G from the 55th SOS. The crews, lounging near the command center at Tuzla, swiftly collected mission information and intelligence, ensuring the aircraft were fully ready for a quick launch.

The callsigns that night were Skat 11, piloted by Capt. Landreth in an MH-53J, Skat 12, another MH-53J piloted by Capt. Tom Long, and Skat 13, the MH-60G piloted by Capt. Bill Denehan. The plan was to assemble a support team of A-10s, AC-130s, and F-16s, but this would cause a delay, requiring a daylight pickup—a risky mission. En route to the rescue, they encountered exploding SA-6 SAMs near them, being tracked by the Serbs, and faced an SA-9 infrared-guided missile that narrowly missed the Pavehawk, with all three helicopters using flares to deflect it. They also encountered anti-aircraft artillery (AAA) fire. The crew described the SAM as looking "like a flaming telephone pole" flying between them. As they approached Goldfein's reported location, they couldn't see his circling wingman and couldn't contact him on the radio. They found out he was 17 miles away, closer to Belgrade, an area with more SAMs. Facing intensified fire, the MH-60's flight engineer returned a six-second volley with his minigun, suppressing the enemy and partially sawing a building in half.

Skat 11 20th SOS MH-53J	Skat 12 20th SOS MH-53J	Skat 13 55th SOS MH-60G
Capt. Kent A. Landreth (P)	Capt. Tom Long (P)	Capt. William F. Deneham (P)
1st Lt. Tom Lang (CP)	2nd Lt. Dan Nielsen (CP)	1st Lt. Tom Kunkel (CP)
SSgt. William Kerwood (FE)	SSgt. Barry Berschneider (FE)	SSgt. Rich Kelly (FE)
SrA. Vince DePersio (FE)	SSgt. Dan Weimeer (FE)	TSgt. Jack Gainer (AG)
SrA. Erik Fricsons (AG)	SSgt. Dub Scott (AG)	SSgt. Andy Kubik (CCT)
SrA. Grady Calvin (AG)	SSgt. Bill Kerwood (AG)	SSgt. Jeremy Hardy (PJ)
		SrA. Ron Ellis (PJ)

As the helicopter formation closed within one mile, the crew on Skat 13 spotted the survivor's flashing beacon and made an approach to his location, while the two Pave Lows set up overwatching orbits, prepared to suppress any credible threat to the pick-up. Skat 13 landed, and within 40 seconds, had Goldfein on board. The flight encountered some fire on the way home, and Skat 11's right doorman was hit on his helmet with a piece of shrapnel. They safely returned Goldfein to Tuzla, where an MC-130 flew him back to Aviano later the same day.

The team consisting of 37 personnel would be needed to rescue 'Hammer 34', pilots, Co-Pilots, PJ's Flight Engineers, Gunners & security teams from the US Army's 10th SOG. (USAF photo)

Maj. Gen. David Goldfein & Lt. Col. Tom Kunkel stand in front of a HH-60G Pavehawk on the 10 September 2010, during the Generals visit to Moody AFB. Every year Maj. Gen. Goldfein sends the 55th RQS a bottle of whiskey as appreciation to the USAF rescue crews who saved his life. (USAF Photo/A1C Benjanin Wiseman)

A detachment of four Moody-based 41st RQS HH-60s arrived to assume CSAR duty at Brindisi, and 55th SOS crews stayed for a few weeks to help them settle in. The 41st RQS HH-60s had M-240 machine guns instead of miniguns and lacked infrared flare dispensers. To support their capabilities, the 55th left four of its fully equipped and armed MH-60s at Brindisi for the 41st crews to fly. This marked the 55th's swansong as crews returned to Hurlburt to prepare for the inactivation of their unit.

On November 11, 1999, barely six months after their heroic efforts, the 55th SOS was inactivated. During their time flying the MH-60G, the Squadron showcased the Air Force the capabilities of the Pavehawk, likely playing a pivotal role in the HH-60G being introduced to more rescue units.

DM today

The Squadron was redesignated as the 55th Rescue Squadron on January 22, 2003, and activated on March 14, 2003, at Davis-Monthan AFB, operating the HH-60G assigned to the 355th Operations Group. It was later reassigned to the 563rd Rescue Group on October 1, 2003. Today, it stands as one of the few active duty Rescue Squadrons in the Air Force, steadfastly carrying out the rescue mission it was originally activated for.

A Squadron HH-60G sits with a US Army Mi-24 Hind after conducting training with the old Warsaw pact helicopter. (USAF Photo)

Jolly Green II

On May 4, 2023, the 55th RQS took possession of the first HH-60W, marking its new replacement for the aging HH-60G. This ensures the legacy of the Jolly Green Giant will continue well into the future.

The first HH-60W Jolly Green II arrives at DM. (USAF Photo)

U.S Airmen from the 55th RQS pose for a Squadron Photo on the 21 September 2016.

(USAF photo/Senior Airman Betty R. Chevalier)