USAF / 33rd ARS & ARRS / Part 1 / Full History / Jolly Green Giant

The current official patch of the Squadron received USAF approval on March 21, 1978, incorporating several symbolic elements. The crown symbolizes the HC-130 Combat King, which the Squadron utilized. The Jolly Green foot on the landing pad, represented by the Maltese cross, serves as the second element. Lastly, the seagull cresting a wave emphasizes the importance of the Rescue Coordination Centre, forming the triad that constitutes the Squadron at Kadena. Special acknowledgment is extended to Tom Green Sr, for his valuable contribution to the patch description.

This historical account adopts a narrative approach, drawing from the official Squadron lineage's timeline. Over time, I've curated a collection of 33d Jolly Green patches, reflecting the Squadron's vibrant celebration of its Jolly Green Giant heritage through an array of designs and patches. Additionally, this history encompasses other patches created by the Squadron.

I aim to provide you with detailed insights into the Squadron's background and the context behind each patch, aiding in the identification of their origin, creation date, and significance. Furthermore, I'll include first-hand stories and historical snippets from those who were directly involved and contributed to the Squadron's legacy.

Please note that this history is a work in progress, and while some details may be absent now, I'll continue to update it over time. Your input is invaluable, so if you possess any relevant information, feel free to share it with me via comments or messages.

Lastly, I want to acknowledge that this historical account owes its substance to the dedicated crews who have served with the 33d Squadron and to everyone who has generously shared information and photographs that have enriched its narrative. Thank you all for your contributions.

The Beginning

The 33d Air Rescue Squadron came into existence on October 17, 1952, and was put into action on November 14, 1952, at Kadena Air Base, Okinawa, situated on the southern tip of Japan. This squadron had originally operated as the 2d Air Rescue Squadron C Flight until the Air Force restructured, elevating all former Air Rescue Squadron Flights to the status of full Squadrons.

Kadena is located in the southern islands of Japan.

The 2d Air Rescue Squadron emblem.

Following a significant restructuring of the Air Rescue units within the USAF, numbers 1 through 12 were reclassified as Air Rescue Groups, while numbers 26 through 84 became Air Rescue Squadrons. These newly designated Squadrons were then assigned to the aforementioned Groups, resulting in the activation of a total of 11 Groups and 41 Squadrons. All equipment, personnel, and aircraft were subsequently transferred to these new Squadrons. Today, nearly all the current Rescue Squadrons in the USAF, numbered between 26 and 84, were established on October 17, 1952, and draw their lineage from one of these early Flights.

A very early Air Rescue Squadron patch dating back to the 1950/60's.

The Squadron inherited the role of C Flight to provide search, rescue & recovery services in the Pacific, & were equipped with SA-16 Albatross amphibious aircraft, SH-19 Chickasaw helicopters & SC-47 Skytrain aircraft adapted for SAR operations.

Before long, the recently established 33d ARS was summoned to help. On March 18, 1953, the Ryosho Maru ship foundered near the Island of Tori Shima, close to Okinawa. With the collaborative effort of the US Army and the Squadron's SH-19s, SA-16, and SC-47, they successfully rescued 31 out of the 38 individuals aboard the ill-fated vessel. Tori Shima remained a perilous zone, as the 33d ARS rescued an additional 29 crew members from the Zenko Maru in October 1959. Subsequently, pilot Capt. Herbert L. Maddox Jr. received the 1959 Cheney Award in recognition of the rescue.

The H-19A marked a significant advancement in rotary wing operations, accommodating a crew of two and capable of carrying ten troops or eight stretchers in its main cabin. Powered by a Pratt & Whitney engine producing 600 horsepower, it boasted a range of 450 miles. Initially, 50 H-19As were supplied to the USAF, with an additional 270 acquired later, designated as SH-19s and HH-19s. Its range of 450 miles surpassed its predecessor, the H-5, which could only accommodate 2 stretchers.

On the 12 October 1956 a SH-19 winched 28 crewman off a light Army tug LT-578, which was stranded on a reef off Okinawa. (USAF Photo)

The SA-16 Albatross served as the permanent fixed-wing asset for the Squadron, renowned for its exceptional versatility and effectiveness in retrieving crews from the waters surrounding Japan. With a crew ranging from four to six, the Albatross boasted the capability to fly for extended periods, covering a range of 2,850 miles, and accommodating up to 10 passengers. Specifically designed to operate optimally in 4-foot (1.2m) seas, the Albatross could manage landings in more challenging conditions, although it required JATO (Jet-Assisted Take Off) in 8–10-foot (2.4m-3.0m) seas or greater.

This Albatross is photographed at Osan AB, Korea shortly after the Pueblo Crisis which sent the 33d there on TDY. (Photo courtesy of John Ratcliff)

The SC-47, a modified variant of the C-47, was equipped with additional gear for search and rescue operations. However, the Squadron utilized these aircraft for a relatively short period, from 1952 to 1956.

A SC-47 cruises over the Japanese hills. (Bill Larkins)

The Squadron was initially assigned to the 2d Air Rescue Group and attached to the 12th Air Force. Subsequently, it ended its attachment to the 12th Air Force and was reassigned to the 3d Air Rescue Group on March 1, 1955, before relocating to Naha Air Base, Okinawa, situated 7 miles north, on April 14, 1955. It was then reassigned to the 3d Air Rescue Group on September 20, 1955, followed by another reassignment back to the 2d Air Rescue Group on June 18, 1957. Later, it was reassigned to the Air Rescue Service on June 24, 1958, initially attached to the Pacific Recovery Operations Centre and then to Detachment 2 ARS Pacific Recovery Operations Centre on March 18, 1959.

In 1960, the USAF significantly reduced the number of Rescue Squadrons, discontinuing 14 Squadrons on March 18, 1960, including the 33d. By the end of 1960, only 3 Rescue Squadrons remained of the original 41 activated seven years earlier.

Local Base Recovery & SEA

The 33d Air Rescue Squadron was reactivated on June 18, 1961, at Naha Air Base, Okinawa. Its primary role was to provide support to the global rescue force under the Air Rescue Service, aiding NASA from the early Mercury missions up to the Apollo-Soyuz missions in 1975. Additionally, the squadron was responsible for local base firefighting and crash recovery LBR operations. Equipped with SA-16 Albatross, SH-19 Chickasaw, and HH-43 Huskie helicopters, it was assigned to the Air Rescue Service, initially attached to Detachment 1 ARS Pacific Recovery Operations Centre, and then subsequently to the Pacific Air Rescue Centre on October 8, 1961.

The SEA conflict

In 1964, the Squadron made a transition from SH-19 Chickasaw helicopters to HH-43B Huskie helicopters. On June 14, 1964, the 33d received orders to deploy two HH-43Bs and two HU-16s to Thailand for search and rescue operations in support of the Yankee Team recon flights in Laos. The Huskies were stationed at Nakhon Phanom (referred to as NKP), while the Albatrosses were stationed at Korat. The Squadron arrived at Udorn via C-97 transport planes, with their two Huskies, maintenance, support personnel, and the Albatrosses.

The Kaman HH-43 Huskie was new to the Squadron and was known for its wooden intermeshing rotor blades and was predominantly employed for local firefighting tasks due to its limited range. Its rapid response capability, ferrying firefighters and underslung firefighting equipment to the scene, proved crucial in swiftly containing aircraft fires. However, it did have a notable drawback: its rotor blades were prone to delamination in specific wet weather conditions, posing a challenge for the crew.

HH-43 crew practicing Local Base Rescue/Firefighting. Downwash from the rotors opened a pathway for rescuers to spray foam from the red & white fire suppression kit in the lower right. (USAF Photo)

Due to the limited range of the HH-43s, they were swiftly directed to deploy to NKP. This detachment was named Detachment 3 (Provisional) of the Pacific Air Rescue Centre. On June 20, after assembling and refuelling their helicopters, the team flew to NKP. The living conditions at NKP were basic, with the 33 men sleeping in bamboo sheds and eating C Rations around a campfire. Their means of communication was limited to a battery-powered HF radio, which required manual encoding and decoding, making communication laborious and slow.

The operational experience with the Squadron's HH-43Bs prompted the introduction of the HH-43F to the theatre. Despite the 33d's desire for armed HH-43s, the limited space within the helicopters precluded the accommodation of weapons, leading the crew to utilize guns from the Huskies' doorway. However, the HH-43F featured a larger and more powerful engine, enabling the addition of 800lb of armour for enhanced crew protection, as well as safeguarding the engine and vital mechanical components. Additional enhancements included self-sealing fuel tanks, one VHF and HF radio, and a high-speed hoist equipped with 200 feet of cable and a jungle penetrator. The HH-43s continued to operate with their wooden rotors, necessitating the crew to disregard the limitations imposed by adverse weather conditions.

The 33d rotated the deployments of HU-16 crews until the 37th ARRS became operational in the summer of 1966. During this time, the 33d collaborated with crews from the 31st ARS stationed at Clark Air Base, Philippines, as well as the 41st and 48th ARS from CONUS. The 33d and 31st primarily undertook temporary duty assignments (TDY) with the HU-16s operating from Korat and Da Nang.

The Albatrosses were rapidly outfitted with communications equipment to facilitate their role in coordinating rescue efforts. However, they were ill-suited for the combat search and rescue (CSAR) mission, characterized by cramped, unpressurized cabins that were bitterly cold due to the absence of heating. While serving as a relay aircraft for communications between the scene and rescue coordination centres in Thailand and South Vietnam, as well as on-scene commanders, they faced limitations in their ability to conduct CSAR missions. Despite this, they were often employed in search and recovery operations, employing visual and electronic means to locate downed crews, albeit at significant risk to the aircraft and crew.

On March 14, 1966, a HU-16 crew  rescued a downed F-4 pilot in the Gulf of Tonkin. HU-16 #51-0071 landed and aided the crewman on board. However, during the rescue operation, batteries on the shore opened fire, tragically claiming the lives of two 33d's crew members, A1C Robert Hilton and James Plieman.  Capt. Donald Price, though wounded, still managed to assist the crew in boarding and narrowly escaped capture himself. For his actions during the rescue, Capt. Price was awarded the Air Force Cross.

An Albatross taxing after making a water landings in Buckner Bay, Okinawa.

(Photo courtesy of John Ratcliff)

Despite its deployment to Southeast Asia, the 33d Squadron continued to aid the citizens of Japan through local rescue operations. On August 17, 1963, the ferry Midori-Maru capsized with 250 people on board, 15 miles west of Naha. HU-16s and SH-19s played a crucial role in the rescue efforts. At dawn on August 18, SH-19s were arranged 75 feet apart at an altitude of 300 feet, conducting a comprehensive sweep of the entire search area. As a result, 106 individuals were rescued by boat, while 38 were airlifted to safety by helicopters.

On July 1, 1965, the 33d ARS was redesignated as the 33d Air Recovery Squadron, subsequently becoming the 33d Aerospace Rescue & Recovery Squadron on January 8, 1966, falling under the Pacific Aerospace Rescue & Recovery Centre. In 1966, the Squadron acquired the long-range C-54 Skymaster while relinquishing the use of the HH-43 Huskies.

The Squadrons nameplate hung from a Shinto frame, which is the main religion in Japan alongside Buddhism. (USAF Photo/Sgt. Robert Brown)

The Douglas C-54 Skymaster was a four-engined transport aircraft used by the US in World War II & the Korean War. More than 300 Skymasters were used as a transport aircraft in the Berlin airlift, so it had a good & reliable history. Like the C-47 derived from the DC-3, the C-54 was derived from a civilian airliner the Douglas DC-4. The Skymaster was modified to include auxiliary fuel tanks which meant it could be airborne for 18 hours & also carried the latest electronic & communications equipment. It had a large cargo area able to carry 50 troops with a superb range of 4,000 miles making it a great aircraft for SAR, plus it could carry four MA-1 droppable rescue kits. These kits contained a 40-person inflatable life raft, which was safer than the rigid boats previously dropped by its predecessors. It was also pressurised & had heating which was way more comfortable for the crew. Unfortunately, the Skymaster didn't have back up communication equipment or amphibious capabilities which made it a weak link in the CSAR team.

A skymaster cruises at high altitude. (USAF Photo)

Gemini 8

On March 16, 1966, NASA launched Gemini 8 as the sixth manned flight of the Gemini program, marking the twelfth human flight for all American space programs, following the Mercury program. This mission saw the debut of Neil Armstrong as Commander and David Scott as the pilot.

The primary objective of Gemini 8 was to execute the first-ever space docking, alongside conducting other experimental tests. NASA had been developing the Atlas Agena Target Vehicle, designed to serve as a space rendezvous and docking vehicle for the purpose of practicing techniques, refining technology, and conducting research. 

During the mission, Armstrong and Scott skilfully maneuvered Gemini 8 into a flight path that brought them within sight of the Agena vehicle. With a few course adjustments, they positioned themselves for automated control, eventually turning the system over to the computer. As a result, the historic first docking of two space vehicles was successfully achieved.

Ground control observed anomalies in the Agena's attitude control, yet they were unable to identify the cause. As the combined assembly entered a phase of communication blackout, the Agena initiated its intended manoeuvre, aiming to reposition itself 90 degrees from its current orientation. It was during this manoeuvre that Armstrong detected an unexpected rotation of the spacecraft. Employing Gemini's thrusters, he managed to stabilize the rotation momentarily, only to find it resuming shortly thereafter. It was at this critical juncture that Armstrong conducted a system check and discovered the low fuel levels in Gemini's thruster system, indicating that the issue originated within the command capsule, rather than the Agena.

Responding swiftly to the issue, Armstrong informed ground control about the situation. Together with Scott, they chose to detach from the Agena to minimize the risks associated with potential damage or explosion due to the forces acting upon it. Armstrong worked tirelessly to regain control, eventually succeeding in achieving separation from the Agena. Releasing the docking clamps, Armstrong activated the translation thrusters and maneuvered the Gemini spacecraft away from the Agena.

Upon separation, the combination of the earlier roll complication and the activation of the translation thrusters caused Gemini 8 to enter a mild tumble. Armstrong skilfully rectified the situation by utilizing other control thrusters to regain stability, followed by the activation of the Re-Entry Control System thrusters to restore the spacecraft to a stable condition. However, this incident resulted in the consumption of a considerable amount of fuel, prompting the decision to initiate an earlier-than-planned landing.

Upon conducting calculations at ground control and considering the inputs from Armstrong and Scott, it was determined that re-entry should occur after an additional full planetary rotation. This trajectory would lead Gemini 8 to land in the Pacific Ocean, southeast of Japan. However, a logistical challenge arose as the designated rescue ship was located in the Atlantic Ocean, expecting a landing that was scheduled two days later. In response to the emergency, the USS Leonard F. Mason was deployed from its position off the coast of Vietnam, where it had been assigned for wartime duties.

The 33d Rescue Squadron, stationed at Naha Air Base in Japan, was promptly mobilised to provide assistance. A vigilant pilot from the 33d Squadron spotted Gemini 8 during its descent, prompting pararescuers to leap from a Squadron C-54 to attach a float to the capsule and aid the crew while awaiting pickup by the USS Mason. Approximately three hours later, the USS Mason reached the location and retrieved Armstrong, Scott, and the pararescue team aboard. This event marked the sole instance of a manned spacecraft landing in close proximity to the operational area in which the 33d Squadron was actively involved.

The Gemini 8 flight lasted approximately 10 hours and 41 minutes from take off to splashdown. Undoubtedly, it was an incredibly tense period for all those involved. Nevertheless, the operation led to a number of crucial enhancements and corrective measures, many of which would prove instrumental in addressing the much more renowned emergency situation during the Apollo 13 mission.

On March 17, 1966, Gemini VIII astronauts Neil Armstrong & David Scott sit in their spacecraft while waiting for the arrival of the recovery ship, the USS Leonard Mason. They were assisted by three 3rd pararescue divers.

(Photo courtesy of John Ratcliff & NASA)

The three PJ's get in a publicity photo, however they actually got ready onboard the 

C-54 Skymaster after a fairly long flight to the landing area for the Gemini VII pick-up.  From left to right are, Glenn M. Moore, Eldridge M. Neal & Larry D. Huyett.

(Photo courtesy of John Ratcliff & NASA)

Mission accomplished. A photo of the two astronauts & the 33d PJ, on the USS Mason after the pick up. (Photo courtesy of John Ratcliff)

This map shows the amount of resources needed to support an Apollo flight. HC-130's could be deployed between 7-9 days across the globe, using 33 Hercules. (USAF map)

The Squadron concluded its deployments to Vietnam and was reassigned to the 41st ARRW in 1967. It provided support during the aftermath of the USS Pueblo seizure by North Korea, which occurred between January 29 and September 16, 1968. The USS Pueblo, an intelligence-gathering ship, was attacked, resulting in the loss of one sailor's life and the capture of 82 others. In response, the US Navy and USAF initiated Operation FORMATION STAR and COMBAT FOX, with Combat Fox involving the deployment of 200 aircraft to the region and Formation Star leading to the deployment of 6 aircraft carriers.

The region saw the deployment of various aircraft, including F-4C Phantoms, F-105D Thunderchiefs, F-102A Delta Daggers, F-106A Delta Darts, and EB-66 Destroyers, alongside support from the 33d Squadron with HU-16 Albatrosses. The Squadron was ultimately inactivated on October 1, 1970.

'Fond memories of the 33d & all the Squadron members. My main assignment was to, as fast as possible, get the communications to headquarters (using) HF, VHF, UHF & FM.'

(Doug Martin 33d ARRS '70-'72)

Dets across SEA

The 33d ARRS was reactivated on July 1, 1971, at Kadena Air Base, Okinawa, equipped with HH-43 Huskies and HH-3 Jolly Green Giant helicopters, and assigned to the 41st ARRW. The Squadron established Detachment 1 at Clark Air Base, Philippines, Detachment 2 at Kusan Air Base, and Detachment 9, operating with two HH-43s, at Osan Air Base, South Korea, providing dedicated rescue coverage for the Korean peninsula. In 1972, the HH-43s were retired, and the HC-130P Combat King Hercules was introduced to the unit.

Detachment 9 was redesignated as Detachment 13. Subsequently, Detachments 1, 2, and 13 were reassigned to the 41st ARRW.

Combat King

The HC-130, a variant of the renowned Lockheed C-130, has been utilized by various Air Forces globally, serving multiple purposes. In the case of the HC-130, known as the Combat King, it was equipped with additional radar, communications equipment, and air refuelling pods, all tailored for air rescue operations. One of the key missions it performed was the Crown mission, where the Hercules would orbit nearby, coordinating the intricate CSAR operation. Often, they would employ the King or Crown callsign, a designation originating in the Southeast Asia (SEA) theatre. If the Jolly Green Giants required refuelling, they could link up with the HC-130 to transfer essential fuel, extending their range or loiter time.

A HC-130 & HH-53C perform the tricky manoeuvre of air to air refuelling. (USAF Photo/TSgt. Robert C. Leach)

Teamwork in action with their patch too, depicting a HC-130 & HH-53.

(Photo courtesy of Don Price)

Pony express missions were 'Water sampling mission where we had the Fulton Hydraulic winch with 800' of rope & a large bucket we would throw out the back of the plane while executing a 3000' climb. The bucket would impact the water at the desired location & then snatch out for us to pull back in. (Photo courtesy of Don Price)

This extract is taken from June 1974 Rescue Review & details the 33rd's five rescues in a day.

A nice unofficial patch made by a crewman when based with Det 13 at Osan flying the HH-3E.

Super Jolly Green Giant

The transition from the HH-3E to the Super Jolly Green Giants in 1975 marked a significant development for the Squadron. The HH-53, popularly known as the Super Jolly Green Giant, was a substantial helicopter, representing a notable advancement in capabilities. The HH-53C variants were equipped with smaller 450 US Gal (1,703L) external tanks, a modification made in response to the discovery that carrying larger, heavier tanks adversely affected performance when fully fuelled. Additional changes included the integration of enhanced armour and an expanded suite of radios, facilitating improved communication with C-130 tankers, supporting attack aircraft for CSAR missions, and facilitating communication with aircrew awaiting rescue on the ground.

While the HH-3 and the Super Jolly Green shared a similar length, with the latter being only 7 feet shorter, the primary distinction lay in the engines, with the HH-3 boasting 1,700 horsepower, while the Super Jolly Green featured engines with 4,300 horsepower. In 1977, the three detachments that had been under the jurisdiction of the 41st ARRW were reassigned to the 33d ARRS.

In flight refuelling was always tricky, but a manoeuvre that had to be performed day or night. (USAF Photo)

A group of FE's pose with the Super Jolly Green Giant (HH-53C) & the Jolly Green Giant. The FE's were a very tight section with great FE's.

(Photo courtesy of Tom Green Sr)

'(I) was the engineer on the 53 that lost the main gear box and had to land on an island between Korea and Japan. Katakana Shima is a tiny spit in the ocean & I was so happy it was there.'

(Dave Smith 33d FE '73-'76 & '79-'81)

1979 Mackay Trophy

On a dark & stormy night in the Yellow Sea, between China & the Korean Peninsula, the 160 foot (49 meter), 3,000 ton (2,722 Metric tons) Taiwanese freighter Ta Lai ran aground. As 20 foot (6 meters) waves battered the stranded ship, rocks punched through the hull. It was taking on water & sinking. Her crew of twenty-eight men were in danger.
Detachment 13, 33rd Aerospace Rescue and Recovery Squadron, at Osan Air Base, 40 miles (64 kilometres) south of Seoul, the capital of the Republic of South Korea, answered the distress call.

Major James E. McArdle, Jr., United States Air Force, & his crew of four, flew their helicopter, “Rescue 709,” a Sikorsky HH-3E Jolly Green Giant, serial number 67-14709, through the darkness & gale-force winds to the stranded vessel. These men were just completing there regular 12-hour duty schedule when the distress call came in, but no other crews or helicopters were available.

In addition to Maj. McArdle, the aircraft commander, the crew consisted of 1st Lt. Van J. Leffler, pilot; Sgt. James E. Coker, FE; SSgt Tony Carlo and Sgt. Mark Zitzow, PJs.

Rescue 709 arrived on scene just before midnight, 30 March. While McArdle & Leffler tried to hold a steady hover over the Ta Lai as it pitched & rolled in the storm, Sgt Zitzow was lowered 80 feet (24 meters) to the deck. Once there, he assisted the ship’s crew, two at a time, onto the rescue hoist’s jungle penetrator, & after strapping them on, all three were hoisted back to the helicopter. Sgt Coker, who was controlling the hoist, moved the sailors into the passenger/cargo area of the Jolly Green Giant, & Zitzow was once again lowered to the Ta Lai.

With ten survivors aboard Rescue 709, the helicopter was at its maximum load. Sgt Zitzow remained aboard Ta Lai. The crew then flew to Kwang-Ju Air Base, 150 miles (241 kilometres) south of Seoul—more than 30 minutes away—to offload the men.

After returning to the rescue scene, Sgt Zitzow was joined on deck by Sgt Carlo. While lifting three sailors, the helicopter’s hoist motor overheated & stopped. The sailors were still hanging 50 feet (15 meters) underneath the Jolly Green Giant. The only thing that could be done was to fly to a small island about 2 miles (3.2 kilometres) away & lower them to the ground. 709 then returned to the ship, by which time the hoist was working again. They picked up several more sailors & with Carlo once again on board, made the flight to Kwang-Ju.

On the third trip, the winds, though still high, were blowing from a more advantageous direction, & the final twelve men, including Zitzow, were quickly picked up. Rescue 709 returned to Kwang-Ju & landed at 0415 hours, 31 March 1979.

For this rescue, Maj McArdle was awarded the Mackay Trophy by the National Aeronautic Association, for  the most “meritorious flight of the year” by an Air Force member, members, or organization. He was also awarded another Distinguished Flying Cross. Lt Leffler & Sgt Coker were awarded the Air Medal, while both Sgt's Zitzow & Coker received the Airman’s Medal.

Major McArdle & the DFC ribbon. (Airman magazine)

Lieutenant Leffler & Sergeant Coker Air Medal ribbon.

Sergeants Zitzow & Coker Airman’s Medal ribbon.

Typhoon Orchid

On September 11, 1980, the Squadron was summoned to provide assistance during Typhoon Orchid, which brought widespread devastation to the Pacific region for six days. Detachment 13, stationed at Osan Air Base in South Korea, played a critical role in rescuing 94 flood victims in the aftermath of the typhoon.

PARATUS BELLARE 

translates into 

'Ready to go to war' 

a motto not normally used with an ARRS Squadron.

NASA's Apollo Boilerplate

Rescue Squadrons, established worldwide, provided crucial support to NASA's space program, spanning missions from Mercury and Gemini to Apollo and the Space Shuttle. To aid the Squadrons in training for the recovery of Apollo capsules, realistic training aids were required. In response, NASA created boilerplates, which were authentic replicas of the Apollo command capsule. The term "boilerplate" was used to denote these mock-ups, as they offered a cost-effective alternative, lacking fully equipped modules but providing the crew with the most realistic experience possible through a full-size model. Externally, they were equipped with all the training aids necessary for the rescue crews to carry out their tasks. This concept of boilerplates originated during the Gemini program, continued through Apollo, and even extended to full-size Space Shuttle boilerplates.

These lifelike mock-ups could be suspended under an HH-3 and taken out to sea, enabling local PJs (Pararescuemen) and recovery crews to practice procedures for safely recovering any Apollo flights they were assigned to. Each Squadron received one boilerplate, with the one at Kadena designated as BP-1212. Following their retirement, many Apollo boilerplates were put on display outside the headquarters of the Rescue Squadron or the PJ Squadron.

An exterior view of the HQ building of the 33rd ARRS in 1982 & its not a UFO outside the building, but the Squadron's Apollo boilerplate. (USAF Photo/Sgt. Robert Brown)

The design of this patch is a touch different & its unknown by me what the significance of the hand & symbol is.

(USAF Photo/MSgt. Michael E. Daniels)

This was manufactured in the 1970's & a picture of one being worn by a HC-130 pilot during a 1980 Cope Thunder exercise. The Crown refers to the mission & callsign the HC-130 used & K refers to the Combat King the name adopted by the HC-130's, this was taken up during the conflict in Vietnam, where HC-130's would orbit in the Gulf of Tonkin & coordinate all of the rescue resources (A-1, Fighters, bombers & Jolly Greens) to the downed airman.

'Was some of the best enlisted fliers there. Lots of fine pilots. The 2nd Lts. weren't bad once they learned enough to stop trying to kill you. Lots of great times in the old pink building on Kadena'

(Russ Griffith FE 33rd ARRS '75-'76, '79-'82 & '85-'88)

Apparently these were a bore to fly out to a designated site over the ocean & fly race track patterns around that site sometimes for hours on end while doing nothing more than transmitting a signal on our radio beacon. However, I don't imagine that the jet pilot of that day trying to transit the Pacific Ocean without anything as grandiose as the still to be invented GPS thought that it was anything less than a relief to be able to pinpoint his location over all of that water. These were also mission names in SEA when a HU-16 Albatross would orbit while air strike packages left Vietnam, hoping to pick up calls from damaged aircraft who would bail out over the sea & be picked up. (Photo courtesy of Don Price)

In With the old, out with the new!

In 1982, the Squadron opted to replace its HH-53C helicopters with HH-3E Jolly Green Giant models. The rationale behind this decision was straightforward: the USAF intended to upgrade the HH-53s to the Pave Low standard, incorporating all the necessary enhancements required for effective helicopter operation in a combat setting. Consequently, the 33d, alongside other rescue units, relinquished their HH-53s and reverted to using the HH-3s. All the HH-53s were eventually converted to MH-53s and transferred to AFSOC's (Air Force Special Operations Command) Special Operations Squadrons. Regrettably, this shift left the rescue Squadrons with a significant capability gap. If the Squadron were called upon to employ their HH-3s in a combat theatre, the 1960s technology incorporated in the HH-3s would have been insufficient for navigating the high-threat environment of a combat zone while performing CSAR missions. Although its crews continued to train for CSAR operations, deploying the aging HH-3s in a modern CSAR context would have required significant courage from senior decision-makers.

A pair of HH-3E's take off in the blazing afternoon sun from Kadena.

(Photo courtesy of Stephen Brodsky)

Korean Airlines shootdown

On September 1, 1983, a Korean Airlines Boeing 747 departed from New York, bound for Seoul, Korea via Alaska. Due to a navigational mistake, the aircraft veered into prohibited Russian airspace. Identifying the plane as a spy aircraft, the Soviet Air Force shot it down using air-to-air missiles, following warning shots that the crew likely didn't perceive. The 747 crashed near Moneron Island, west of Sakhalin, in the Sea of Japan, resulting in the tragic loss of all 269 passengers and crew members, among them Congressman Larry McDonald, a U.S. Representative from Georgia.

Initially, the Soviets denied any involvement in the shootdown, but later acknowledged it, asserting that the aircraft was engaged in a spy mission. The 33d Squadron was tasked with search and salvage operations between September and October, but due to the tensions of the Cold War, the Japanese, Russians, and U.S. did not coordinate their search efforts. In 1992, the Russians confessed to discovering the Black Box voice recorder but chose to keep this information secret, as the recordings did not definitively support their firm belief that the KAL 007 flight over Soviet territory was not part of a deliberate intelligence mission.

The navigation error committed by the crew of the 747 prompted U.S. President Ronald Reagan to authorize global access to the U.S. GPS system.

This is the Boeing 747 that was shot down by Russian Mig-15 fighters.

33d ARRS inactivated Det 1 at Clark AB redesignated Detachment 13 at Osan AB South Korea as Detachment 1 and retained Detachment 2 at Kusan AB South Korea.

The 33d took part in many exercises across the Pacific region, this being one example of an unofficial Friday night patch.

That's it for part one, part two will continue with the introduction of the HH-60 Pavehawk.

I couldn't have done any of this without the help from the following, so a huge thanks to;

Doug Martin (33d ARRS '70-72), Margaret Warren, Paul Kultala, Art Millard (33d ARRS PJ), John Cassidy (33d ARRS PJ), Russ Griffith (FE 33d ARRS '75-'76, '79-'82 & '85-'88), Tom Green Sr (41st RWRW '79-'81 duel qualified FE HH-53/HH-3), John Ratcliff (PJ 33d ARRS '68), James Wood (King FE 33d ARRS '82-'86), Mike Martin (LM 33d ARRS '76-'79), David Smith (FE 33d ARRS '73-'76 & '79-'81), Don Price (RO 33d ARRS '85-'87), Stephen Brodsky.

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👣