The 48th Air Rescue Squadron was initially established on October 17, 1952, following the Air Rescue Service's decision to reorganize all Flights assigned to twelve Air Rescue Groups. This led to the activation of 48 Squadrons on November 14, 1952, with the complete transfer of personnel and aircraft. Formerly known as C Flight of the 5th Air Rescue Group at Maxwell AFB, the 48th had operated SB-29’s and C-82’s. It continued its assignment to the 5th Air Rescue Group until the activation of the Air Rescue Service.
The SB-29’s and C-82’s had a brief tenure with the squadron, being withdrawn in 1954 and 1953, respectively. They were subsequently replaced by the SA-16 Albatross and the SH-19, both of which were introduced in 1954.
A Trio of SA-16 Albatross sit on the ramp at Eglin AFB. (Jim Slaughter)
On the 10 January 1955 the Squadron transferred to Eglin AFB and then received the SC-54 in 1956. While the Squadron was based at Maxwell & Eglin its primary role was SAR & with their location most of the missions were done over water. When the Squadron moved to Eglin, they gained the additional role of training rescue aircrews.
Hurricane Diane
Following Hurricane Diane's impact on North Carolina on August 17, 1955, the 48th Squadron played a crucial role in responding to the aftermath. The hurricane unleashed torrential rain across Pennsylvania, New Jersey, New York, Massachusetts, Connecticut, and Rhode Island. President Eisenhower declared all six states disaster areas, prompting federal relief efforts. Swollen rivers inundated communities along their banks, with particularly heavy rain affecting the Pocono Mountains in north-eastern Pennsylvania, which had already experienced significant rainfall from Hurricane Connie a week earlier.
In a span of 15 days, the 46th, 48th, and 49th Air Rescue Squadrons conducted 72 sorties, rescuing 54 individuals stranded on roofs, bridges, and in trees. They also provided essential supplies, including food, medicine, and engineering personnel, across Connecticut and Massachusetts. By September 2, as floodwaters receded, the Air Force concluded its emergency missions. Hurricane Diane's impact resulted in 250 fatalities and inflicted $150 million in damages.
Flood damage in the Winstead, Connecticut from Hurricane Diane. (Photo/nara)
The SH-19’s remained in service with the Squadron until 1963 when they were succeeded by the HH-43 Huskies. Additionally, the Squadron operated two detachments, although limited information is available as they were active for only a year between 18 June 1960 to 1961 from Kindley AFB, Bermuda and Goose AB, Labrador. In April 1961, the 48th expanded its operations to support NASA's man-in-space programs.
Albatross Rescue
On February 27, 1964, an HU-16B (#51-5279) from the 48th ARS took off from Eglin for a space program support mission. The Albatross executed an open-sea landing to retrieve a missile nose cone launched at Cape Canaveral. However, worsening sea conditions prevented take-off, leading the aircraft to taxi for two days towards land, using most of its fuel. When the seas calmed, there wasn't enough fuel for the nearly 400-mile flight to land. The Air Force sought assistance from the Coast Guard, and a creative solution emerged—loading a fuel truck with aviation gas onto the Coast Guard Cutter HOLLYHOCK, a 179-foot buoy tender.
Aboard HOLLYHOCK, an Air Force Colonel joined the ship before it set sail. Two days later, HOLLYHOCK reached the stranded HU-16B and initiated towing. With a helicopter overseeing the operation, a lengthy fuel line was floated from the fuel truck on HOLLYHOCK's foredeck to the Albatross. Despite refuelling, the Albatross and its fatigued crew endured another night on rough waters with eight-to-ten-foot waves. The following day, the Air Force Colonel, along with supplies and JATO bottle igniters, was loaded onto a raft and trailed astern through wind-driven swells to reach the aircraft. Using the engines, the pilot closed the distance and maneuvered the Albatross. Despite the Coast Guard deeming the transfer "uneventful," the Air Force Colonel on the raft might have had a different perspective.
As the weather deteriorated, a decision was made to attempt prompt take-off. The Albatross taxied away from HOLLYHOCK, and the fuel truck futilely dumped oil over the side in an effort to calm the seas. The first take-off run was halted when the starboard engine accidentally feathered. A second attempt faced similar issues, leading to a delay for drying the prop blade power panel. Meanwhile, the worsening weather heightened tension. HOLLYHOCK strategically positioned itself on the aircraft's windward side, acting as a windbreak during the take-off run at full speed. With the situation becoming critical, the Albatross crew applied power, ignited the JATO bottles, bounced the plane three times, and finally achieved lift-off, bringing relief to all involved.
In August 1965, an accelerated transition and rescue training program commenced. From November 1966 onward, rescue crews started reporting to the 48th ARRS for refuelling technique training. Notably, on December 14, 1966, a milestone was achieved with the first in-flight transfer of fuel between an HC-130P and an HH-3E.
On February 1, 1965, the Squadron underwent a resignation, becoming the 48th Air Recovery Squadron. In the same year, it upgraded its aircraft with the HC-130, replacing the SC-54’s with more modern capabilities.
The Squadron received its inaugural HC-130H on July 26, 1965, with serial number 64-14860. This was the first of among 43 HC-130Hs, which had taken flight from Lockheed’s Marietta, Georgia, plant on November 30, 1964, and subsequently underwent flight testing at Edwards AFB, California, starting on February 28, 1965.
The Squadron underwent another redesignation, becoming the 48th Aerospace Rescue and Recovery Squadron on January 8, 1966. On November 28, 1966, Sikorsky delivered a CH-53A to the Squadron, marking the initial arrival of two Marine CH-53As on temporary loan to the Aerospace Rescue and Recovery Service. The second helicopter reached Eglin in December, initiating crew training shortly thereafter.
In March 1967, the ARRS adopted a new mission statement, entrusting the 48th with the responsibility of operating a specialized aircrew training school. This mission encompassed the training of aircrews for HH-3, HU-16, and HC-130 aircraft, as well as pararescuemen.
Transatlantic Flight
At 0105 hours on May 31, 1967, two Sikorsky HH-3E Jolly Green Giant helicopters, namely 66-13280 and 66-13281, departed Floyd Bennett Field, New York. They executed a non-stop flight across the Atlantic Ocean and successfully landed at the Paris Air Show, Le Bourget, at 1351 hours on June 1.
Flight crews of the two HH-3E's sit at Le Bouget after the marathon non-stop trans-Atlantic flight.
The remarkable flight covered a distance of 4,271 miles (6,873.5 kilometres) and lasted for 30 hours and 46 minutes. Nine in-flight refuelling's were necessary, facilitated by Lockheed HC-130P Combat King tankers. The aerial route closely followed the path Charles A. Lindbergh took 40 years earlier. Major Herbert Zehnder and Major Donald B. Murras served as the aircraft commanders, with each helicopter carrying a crew of five.
Major Zehnder, piloting H-211, established a Fédération Aéronautique Internationale (FAI) World Record for Speed over a recognized course for helicopters, achieving an average speed of 189.95 kilometres per hour (118.03 miles per hour). Notably, this record remains standing to date.
H-211 lands at the Paris Airfield.
On July 8, 1967, the Squadron underwent a redesignation as the 48th Aerospace Rescue and Recovery Squadron, Training, reflecting its expanded role in crew training. The subsequent year saw the retirement of the SA-16 and HH-43 aircraft from the Squadron. On February 7, 1969, the Squadron was inactivated.
On September 14, 1972, the Squadron underwent another redesignation as the 48th Aerospace Rescue and Recovery Squadron and was activated the following day. This time, it operated from Fairchild AFB, flying UH-1’s, and was assigned to the 39th Aerospace Rescue and Recovery Wing. During its tenure in Washington State, the Squadron supported the USAF Survival School and was associated with the 3636th Combat Crew Training Wing.
It operated various detachments from May 1974.
Idaho Floods
In January 1974, the mountainous regions of north-western United States, laden with early winter snow, faced a two-week period of unseasonably warm weather accompanied by heavy rain. The resultant combination of rain and snowmelt led to rivers and creeks overflowing their banks in northern Idaho. Pinehurst, Idaho, a community of approximately 2,000 people located 40 miles east of Spokane, bore the brunt of floods from the Coeur d’Alene River and Pine Creek. The floods wreaked havoc, washing out bridges, including a section of Interstate 90, thereby disrupting access to food supplies. Additionally, the floods caused interruptions in electrical power, leaving hundreds without heat or communications.
On January 16, Governor Cecil Andrus declared the Coeur d’Alene wilderness region around Pinehurst a disaster area and requested federal assistance. On the same day, the 48th ARRS, based at Fairchild AFB, Washington, initiated four days of rescue and relief operations in the Pinehurst area. Setting up a command post at a local bank, the unit deployed three UH–1 Huey helicopters for evacuating flood victims. Over two days, the squadron conducted an airlift, rescuing 93 refugees, some lifted from the roofs of their inundated homes. Civilian observers assisted helicopter crews in locating isolated victims. The airlift saved two women with heart disease, delivered an emergency electrical generator for restoring communications, and transported various medical supplies. By the end of January, dry winter weather allowed swollen streams to subside, enabling residents to return home.
The Squadron was reassigned to the 41st Rescue and Weather Reconnaissance Wing on the 1 January 1976.
Tenton Dam Disaster
On June 5, 1976, around noon, the newly constructed Teton Dam—an immense earthen structure measuring 310 feet in height and 2,500 feet in length, situated on the Teton River in south-eastern Idaho—suffered a catastrophic collapse. A 15-foot wall of water, carrying four million cubic yards of dirt and rock from the dam, surged downstream, impacting the towns of Rexburg, Sugar City, and Teton. In response to the impending disaster, seven communities, totalling 30,000 people, evacuated their homes as the flood submerged 35 miles of the Teton and upper Snake River valleys. The deluge carried cars and mobile homes downstream, resulting in the loss of 11 lives and the destruction of $500 million in property.
Following the Teton Dam's collapse, the Air Force promptly responded to requests for helicopter support from the Booneville County Sheriff’s Office. Detachment 10 of the 37th ARRS at Hill AFB, Utah, deployed two UH–1 helicopters, conducting 33 search and rescue sorties on the same day. Simultaneously, the 48th ARRS Detachment 22 from Mountain Home AFB, Idaho, utilized two UH–1 helicopters for 24 sorties in the disaster area. These helicopters rescued flood victims stranded on high ground or rooftops and transported relief workers, medical personnel, and law enforcement officials along the Teton River valley. On June 5, the 41st ARRS at McClellan AFB, California, dispatched an HC–130 to fly over the flood area, providing crucial radio communications for ground rescue workers and helicopter crews. The aircraft also conducted search operations for victims as it circled the inundated valley. Fortunately, the water receded rapidly, and communities began the recovery process as early as June 6.
Soon after the Teton Dam disaster the Squadron was inactivated on 1 August 1976.
The picture shows the catastrophic dam failure shortly after it failed.
On October 1, 1985, Detachment 1, 40th ARRS, was inactivated, and concurrently, the 48th ARRS was activated at Homestead AFB. It was assigned to the 39th Aerospace Rescue and Recovery Wing, continuing to operate the UH-1 in support of the USAF Water Survival School under the 3636th Wing. Additionally, between 1985 and 1987, the squadron undertook interdiction missions for the South Florida Drug Interdiction Task Force. These operations, commonly known as OPBAT, involved the squadron deploying crews to the Bahamas for periods ranging from 30 to 60 days at a time.
The Squadron was inactivated on 31 December 1987.
On April 1, 1993, the Squadron was redesignated as the 48th Rescue Squadron. It was subsequently activated on May 1, 1993, at Holloman AFB, where it was assigned to the 49th Operations Group and operated the HH-60G. While it may be coincidental, the F-117A had arrived at Holloman in the summer of 1992. The activation of the 48th Rescue Squadron could have been prompted to provide Search and Rescue (SAR) support for the F-117 Squadrons, and potentially serve in a security capacity in the event of accidents. Holloman AFB, being home to the training of F-4 pilots from the Luftwaffe, would have likely benefitted from the SAR efforts for them as well.
This soundbite comes from a friend of mine who served on the 48th RQS.
“Did I ever tell you the story about the Sprout dolls we had at the 48th at Holloman? I was the First Sergeant of the squadron in 1995-1997. We had a lot of young guys in the squadron and most were married. These young families were prolific baby makers! Ha ha
I found out that the Green Giant vegetable company sold Little Green Sprout plush dolls. I bought them in batches of a dozen. Every new baby born to a squadron member got one while I was there! I wonder if any of those kids still have their Sprout doll?”
Well, the still do exist & are carefully owned as seen here.
While stationed at Holloman AFB, personnel from the Squadron deployed six times in support of OPERATION NORTHERN at Incirlik and SOUTHERN WATCH at Al Jaber, Kuwait, as well as DESERT FOCUS at Kuwait International Airport. During these deployments, they conducted real-world rescues in the Southwest America region, saving a total of 33 lives. Unfortunately, the Squadron inactivated on February 1, 1999.
A Squadron Pavehawk is loaded into a C-5 Galaxy & deployed with 70 personnel to Al Jabr, Kuwait in support of Operation Southern Watch. (US National Archives)
On April 1, 2004, the Squadron was reactivated at Davis-Monthan AFB and assigned to the 563rd RQG. The Squadron assumed a Guardian Angel mission, involving pararescuemen flying on other aircraft assigned to the 563rd RQG.
Hurricane Harvey
Airmen from the Squadron responded to recovery operations for Hurricane Harvey, arriving at Easterwood Airfield, College Station, Texas, with approximately 20 members on August 29, 2017. The mission is to provide boat-based rescue support in addition to current efforts in southeast Texas. “Our four, three-man boat teams are currently in Port Arthur and Beaumont, Texas, to provide their special skills of swiftwater and technical rescue,” said Maj. Scott Diehl, the 48th RQS director of operations. “When we forward deployed this morning we were some of the first rescue forces to arrive to what is currently ground zero for Hurricane Harvey flooding and rain.” The Airmen are grid searching areas with swift water and providing confined space, extrication, and collapsed structure rescues. “In the first few hours our forces have been employed they have already been executing rescues,” Diehl said. In addition to combat rescue officers and pararescuemen, the 48th RQS also supplied a survival, evasion, resistance and escape specialist, an aircrew flight equipment specialist, an intelligence analyst, a squadron aviation resource manager, an independent duty medical technician and a communications Airman. “Our Guardian Angel and support personnel were eager and happy to support,” Diehl said. “The coordinated rescue effort from what I understand has been massive and hugely successful.”
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