The 102nd Rescue Squadron holds the distinction of being the oldest unit in the Air National Guard, serving the state of New York for over a century. Its origins can be traced back to April 30, 1908, when it was initially established as the 1st Aero Company, a pre-war unit of the New York Air National Guard. The connection between the 1st Aero Company and the 102nd Air Rescue Squadron was formed when they were reconstituted and consolidated on March 14, 1991. The history of the 102nd Rescue Squadron can be further traced back to the 102nd Squadron (Observation), which was allocated to the state of New York in the National Guard on December 30, 1920. Initially based at Kelly Field in Texas, the squadron was deployed to Europe aboard the RMS Baltic, arriving in Liverpool in December 1917. While in France, the squadron relocated to different bases and its personnel took on various roles in the field. They remained in Europe until the armistice in November 1918, after which they returned to the United States for demobilization.
Early Observation Insignia were made from metal and a completely different design.
Following its reorganization, the squadron gained federal recognition on November 4, 1922, at Miller Field on Staten Island. During the period from 1922 to 1933, the squadron operated various aircraft models including the Curtiss JN-4, TW-3 Trusty, FT-1, Northrop BT-1, O-11 Falcon, and O-17 Courier. Its primary role during this time was to provide reconnaissance support for the 27th Infantry Division Commander. Additionally, the squadron was utilized by the state of New York for various purposes such as conducting reconnaissance for illegal alcohol trade off the Jersey coast, providing flood relief support, and assisting authorities during a prison break from Auburn Prison, a maximum-security facility. On January 25, 1923, the squadron was redesignated as the 102nd Observation Squadron. In 1932, it received the Douglas O-38 as its main aircraft, and in 1936, it was consolidated with the demobilized 102nd Aero Squadron. That same year, the squadron also began operating the Douglas O-46.
During the ongoing war in Europe, the Squadron received orders to activate on October 15, 1940, and relocated to Fort McClellan, Alabama, where it conducted antisubmarine patrols over the Gulf of Mexico. Following the attack on Pearl Harbour, the Squadron moved to San Bernardino AAF and later to Ontario AAF in California, where it continued flying antisubmarine patrols along the Los Angeles coast until November 1942. Throughout this period, the Squadron underwent several redesignations, starting as the 102nd Observation Squadron (Light) on January 13, 1942, then becoming the 102nd Observation Squadron on July 4, 1942, followed by the 102nd Reconnaissance Squadron (Bombardment) on April 2, 1943. Finally, on August 11, 1943, it was designated as the 102nd Tactical Reconnaissance Squadron. During this time, the Squadron primarily served as a reconnaissance training unit, operating from Laurel AAF, Esler Field, Abilene AAF, and Thermal AAF. They utilized a diverse range of aircraft, including O-47, O-52 Owls, O-57 and L-4 Grasshoppers, P-39 Airacobras, A-20 Havocs, B-25 Mitchells, L-5 Sentinels, and P-40 Warhawks. However, the Squadron was disbanded on April 15, 1944
After World War II, as part of the formation of the Air National Guard, the Squadron was reconstituted on June 21, 1945. It was then redesignated as the 102nd Bombardment Squadron, Light, and allocated to the National Guard on May 24, 1946. The squadron was based at Floyd Bennett Field in Brooklyn, New York, and operated B-26 Invader aircraft as part of the 106th Bomb Group. The squadron had a distinct advantage over regular USAF squadrons, as many of its maintenance and flying crew members had combat experience from World War II. This resulted in high aircraft serviceability rates and proficiency in gunnery and bombing operations, often surpassing their regular counterparts.
An early Bomb Squadron patch when operating B-26 Invaders.
Decades of Change
In the early years of the 1950’s, specifically on March 1, 1951, the squadron received orders to enter active service due to the Korean War. As a result, it was redesignated as the 102nd Bombardment Squadron, Medium on May 1, 1951. The squadron relocated to March AFB and underwent a transition to B-29 aircraft. Its primary mission at that time was to train crews who would serve as replacements for rotating B-29 combat crews deployed in Korea. On December 1, 1952, the squadron was released from active service and returned to the control of New York state. The B-29 aircraft were handed back to the 441st Bomb Squadron, and the squadron moved to Floyd Bennett Field, where they were reunited with their B-26 aircraft upon their return from Korea.
In 1956, the role of the 102nd Squadron underwent a significant change. It was redesignated as the 102nd Fighter-Interceptor Squadron on July 1, 1956, and was equipped with the F-94B Starfire. The squadron's primary responsibility was to provide air defence coverage, operating during daylight hours throughout the year. However, with the arrival of the F-86D Sabres in 1957, the squadron expanded its coverage to 24 hours a day, 7 days a week, 365 days a year. This allowed for continuous air defence capabilities to safeguard the designated airspace.
An absolutely stunning design for the FIS patch and a favourite for every collector.
On September 15, 1958, the role of the Squadron was redesignated as the 102nd Aeromedical Transport Squadron, transitioning from air defence to air transport. The squadron replaced its fighters with C-119 Flying Boxcars and began supporting medical evacuation flights, aiding Europe and North Africa. In 1960, the aging C-119s were replaced by C-97A/G Stratofreighters, and in 1962, they were further replaced by KC-97L Stratotankers. The squadron underwent several redesignations during this period, first as the 102nd Air Transport Squadron, Heavy on January 11, 1964, then as the 102nd Military Airlift Squadron on January 1, 1966. Finally, on September 17, 1969, it was redesignated as the 102nd Air Refuelling Squadron, reflecting its new role. The transition to air refuelling was made easier as the crews were already familiar with the C-97 aircraft. The squadron participated in Operation Creek Party, a continuous rotational mission based in Rhein Main AB, West Germany, providing air refuelling support to USAFE aircraft. This operation proved successful and continued until 1972 when the squadron's role changed once again. On June 1, 1970, the squadron relocated to Suffolk County Air National Guard Base, later named Francis S. Gabreski ANGB, New York, after the regular Air Force vacated the base. On December 2, 1972, the squadron transitioned back to flying fighters, specifically the F-102A Delta Dagger, and was redesignated as the 102nd Fighter-Interceptor Squadron. Its primary responsibility became air defence along the Eastern coast.
Challenging Rescue
Following its previous role, the 102nd Squadron underwent another transformation and was redesignated as the 102nd Aerospace Rescue & Recovery Squadron on June 14, 1975. During this time, the squadron operated HH-3E's and HC-130P's. The HC-130 served as an airborne command and control platform, as well as provided air-to-air refuelling capabilities to the HH-3E's. This setup allowed the squadron to conduct long-range missions to rescue crews, particularly along the north-eastern coast.
A nice ARRS patch.
Following the 1986 Challenger disaster, the space shuttle underwent modifications, incorporating an escape hatch for crew members in emergencies. This led to rescue crews being tasked with locating and retrieving downed crew members in the waters near Cape Canaveral. Subsequently, the 102nd Squadron has been instrumental in developing and validating astronaut search and rescue procedures, offering support in nearly every shuttle mission.
In 1988, the squadron acquired the HC-10N variant of the C-130 aircraft. Then, on October 1, 1989, the squadron was once again redesignated, this time as the 102nd Air Rescue Squadron. The following year, the HH-3E's were replaced by the new HH-60G Pavehawk helicopters.
One you don't see very often is the ARS patch which was only around for a few years.
A 102nd RQS HH-60G Pavehawk practices water pickups in front of the Golden Gate bridge. (USAF Photo/TSgt. Lance Cheung)
The Perfect Storm
On October 30, 1991, a HH-60G Pave Hawk, identified as 88-26110 and designated "Jolly 110," from the Squadron, embarked on a daring mission into what would later be dubbed "The Perfect Storm." Onboard were:
Maj. C. David Ruvola (Pilot)
Capt. Graham Buschor (Co-Pilot)
SSgt. James R. Mioli (Flight Engineer)
TSgt. John Spillane (PJ)
TSgt. Arden Rick Smith (PJ)
Their objective was to undertake a rescue mission 250 miles (400 kilometres) out at sea.
Given the extreme severity of the storm, as indicated by a weather buoy 264 miles (425 kilometres) south of Halifax, Nova Scotia, reporting a record-breaking wave height of 100.7 feet (30.7 meters) on October 30, the Pave Hawk crew found it impossible to execute the rescue mission and had to return to their base.
Having already refuelled three times from the Lockheed HC-130 Hercules tanker during the mission, and facing low fuel levels, the helicopter required a fourth refuelling to reach the mainland. However, due to the severe turbulence and poor visibility, Jolly 110 was unable to establish contact with the refuelling drogue trailing behind the airplane.
Despite Major Ruvola's persistent efforts, making more than 30 attempts, both drogues were ultimately damaged by the severe conditions. With only twenty minutes of fuel left, Jolly 110 faced the necessity of ditching in the midst of the storm.
Unable to refuel, Major Ruvola opted to ditch the helicopter into the sea with the engines still running. At 9:30 p.m., the Sikorsky’s number one engine flamed out due to fuel starvation. With one engine still operational, Ruvola maintained the Pave Hawk in a hover over the turbulent ocean as Buschor, Mioli, Spillane, and Smith made their jumps.
As the number two engine flamed out, Ruvola initiated a hovering autorotation with the Pave Hawk. The rotor blades abruptly stopped when they collided with the face of an incoming wave. Ruvola found himself approximately 15 feet (4.6 meters) underwater by the time he managed to escape from the sinking helicopter.
The Pave Hawk went down 90 miles (145 kilometres) south of Montauk Point in 100-knot (185 kilometres per hour) winds and 80-foot (25-meter) waves. After spending five hours in the water, four airmen were rescued by the USCGC Tamaroa (WMEC-166), a 48-year-old former U.S. Navy fleet tug, repurposed by the Coast Guard as a medium endurance cutter since the end of World War II. The search for Rick Smith persisted for a week, but he was never found.
Between 1991 and 2002, the Squadron undertook deployments to assist Operation NORTHERN WATCH in Turkey and Operation SOUTHERN WATCH in Kuwait. During intervals between these deployments, the Squadron underwent a redesignation and became the 102nd Rescue Squadron on March 16, 1992.
These patches were made at a tailor shop at Incirlik AB.
The newest patch still has the monkey design on the patch, an absolute classic design.
Longest Rescue
On December 10, 1994, at 0530hrs, the Squadron initiated the launch of Jolly 14 and Jolly 08, two Pavehawks, to rescue the crew of a Ukrainian cargo ship that had sunk 850 miles off Nova Scotia.
Jolly 08
Capt. Graham Buschor (Pilot)
Maj. Gene Sengstacken (Co-Pilot)
TSgt. John Krulder (PJ)
TSgt. William Moore (PJ)
Jolly 14
Lt. Col. Ed Fleming (Pilot)
Capt. Chris Baur (Co-Pilot)
SMSgt. Rich Davin (Flight Engineer)
TSgt. James “Doc” Dougherty (PJ)
Given the considerable distance of 850 miles, a USMC KC-130 from VMGR-252 was enlisted to assist the rescue mission. The distressed ship, en-route from the U.S. to Finland, encountered a storm, resulting in the 490-foot cargo vessel taking on water and listing. Following a distress call on December 8, the ship sank early in the morning on December 9, 850 miles southeast of Nova Scotia. The USCG initiated a rescue mission for the 31 crew members. A Canadian C-130, arriving at the scene, identified debris and life rafts, dropping survival kits to the stranded sailors. Due to high seas, nearby ships were unable to pick up any of the crew. At dawn on December 10, a Japanese cargo ship named Torungen successfully retrieved one survivor, the ship's second mate, from the area.
The Pavehawks swiftly approached the scene, navigating through horrendous weather conditions featuring a 70-knot tailwind, limited visibility due to low clouds and snow. In the absence of visual contact, they heavily relied on their weather radars to prevent collisions. Compounding the challenges, one of the HH-60s experienced a malfunction in its blade-de-icing system, posing a significant issue as they traversed through the adverse weather. The USMC HC-130 refuelled both helicopters and, upon reaching the search area, aided the Pavehawks in breaking through the cloud cover to initiate the search.
Upon reaching the last reported sighting, the Pavehawks encountered a daunting debris field spanning 20 miles and stretching a mile and a half wide. The stormy weather, characterized by 50-knot winds and 30-foot waves, rendered the search for survivors nearly impossible. Despite being initially ordered to return home at 1230hrs due to the prohibition of wearing NVGs (Night Vision Goggles), they made the decision to stay and persist in the search for survivors.
After four hours, the crews located seven bodies and two empty life rafts in the debris field. As the Pavehawks prepared to depart for their orbiting HC-130s for crucial refuelling, Jolly 14's Flight Engineer spotted a person waving in the debris field.
Jolly 08 deployed Pararescuemen TSgt James “Doc” Dougherty, who successfully winched 36-year-old Alexander Taranov onboard. Taranov had been in the water for nearly two days, clad only in a nylon jumpsuit, two woollen sweaters, and an orange life jacket. He had survived by consuming two cans of 7UP that had floated nearby. The rescue was just in the nick of time, as the crews observed some of the bodies in the water being attacked by sharks. Due to the perilous conditions, the crew decided it was too dangerous to go back into the water to collect the remains of the bodies due to the presence of sharks.
Once safely on board the helicopter, Taranov received initial treatment for hypothermia and was subsequently flown to a hospital in Nova Scotia. The return trip, faster than expected due to the tailwind during the initial leg, presented a challenge with a headwind, significantly slowing them down. A second USMC KC-130 joined them, providing enough fuel for the Pavehawks to make the journey home. However, the situation became difficult as the crews donned NVGs.
At 327 miles from land, one of the Pavehawks encountered icing, with the de-icing system for the rotors failing. Recalling a Coast Guard tactic, the crew flew low, allowing saltwater to spray onto the blades, melting the ice. The conditions were so rough that the crew had dents in the back of their helmets, and some wondered if the rotors would eventually detach due to the pounding they were taking. Interestingly, the rescued sailor was lashed with a cargo strap to the deck of the helicopter during this challenging journey.
Facing headwinds, the Pavehawks needed to refuel once more, prompting the HC-130s to ascend in search of clear air. The HC-130 broke through the clouds at 25,000 feet, a height unsuitable for the unpressurized HH-60s. After an hour of searching, the KC-130s discovered a layer at 6,000 feet where they could refuel, although the risk of icing increased again as they had to climb away from the sea.
The entire mission, lasting nearly 16 hours, involved the HC-130P and KC-130 tankers refuelling the HH-60Gs 11 times, with eight instances under critical circumstances. This remarkable mission set the world record for the longest over-water helicopter rescue. Out of the 31 crew members, 2 were found alive, seven bodies were recovered, and unfortunately, the remaining 22 were never found.
The Pave Hawk crews were initially informed they'd be awarded the Distinguished Flying Cross for their heroic mission. However, as they prepared to receive the medals, they were pulled aside because the Pentagon decided that, since the mission occurred in peacetime, the DFC couldn't be awarded. Despite this, something had to be presented to the crews, as families and loved ones had gathered to witness the ceremony. One of the crew members couldn't recall the specific medal they received; it was simply pinned on them. The award narrative stated that the HC-130 crews had flown with minimal rest in adverse weather to support the helicopters during the mission.
In 1998, the crews received the Medal for Valour from the state of New York in recognition of their extraordinary efforts. However, two years later, the Air Force issued the crews boxes containing Air Medals without a formal ceremony, marking a less ceremonious acknowledgment of their contributions.
TWA 800
On July 17, 1996, the crew of a HH-60G from the 102nd RQS observed the explosion of an aircraft just eight miles from their location. They promptly reported the incident to base and later learned that a TWA Boeing 747 en-route from JFK airport to Paris had exploded 12 minutes into the flight. The tragic event claimed the lives of all 230 people on board due to a fuel tank explosion caused by a short circuit. The Squadron provided assistance to local, state, and federal authorities for over a week following this devastating event.
The 102nd Rescue Squadron played a crucial role in supporting allied troops during Operation IRAQI FREEDOM. On November 2, 2003, it made its inaugural combat rescues by employing equipment to free two injured soldiers trapped in the burning wreckage of a U.S. Army CH-47 that had been shot down near Fallujah. The Chinook, carrying 41 people, was downed, resulting in 15 fatalities and 26 others sustaining injuries.
In 2004, the 102nd Rescue Squadron underwent a restructuring, dividing into three new squadrons: the 101st RQS for the HH-60Gs, the 102nd RQS for the HC-130s, and the 103rd RQS for the PJ, all falling under the command of the 106th Rescue Wing.
In August 2005, following the levee failure in the aftermath of Hurricane Katrina, the 106th Rescue Wing was assigned the crucial task of providing rescue services to the City of New Orleans. Deploying two rescue helicopters, a HC-130 airborne tanker, and a Pararescue team to Louisiana, they actively contributed to the extensive recovery efforts. Operating day and night, utilizing night vision goggles and forward-looking infrared (FLIR), the helicopters received in-flight refuelling from the HC-130 tanker crews. This capability proved vital as ground refuelling faced challenges due to power outages and overwhelmed fuel trucks in the recovery efforts.
The Pararescue teams (PJs) worked tirelessly from the helicopters, being hoisted onto flooded rooftops to aid survivors in escaping their devastated homes. Providing immediate medical assistance, the PJs played a crucial role in saving the lives of many individuals in extreme medical danger. Additionally, the teams operated from inflatable Zodiac boats, navigating the flooded streets to recover survivors from house to house. After two weeks of dedicated efforts, the 106th Rescue Wing successfully saved 161 lives, marking the largest single life-saving event in the 31-year history of the unit.
In 2019, the Squadron phased out its older HC-130N/P aircraft, opting for an upgrade with the introduction of the brand new MC-10J Combat King II Hercules. This transition marked a significant enhancement in capabilities and technology for the unit.
If you have any additional information about this patch or anything to add, for example, photos or stories, please contact me at
usafjollygreen@gmail.com
I will get back to you.
Thanks👣
No comments:
Post a Comment