MY LIFE EXPERIENCES AND THOSE WHO SHARED THEM WITH ME:
MY PERSONAL BIOGRAPHY WEB PAGE:
Starting in 2002, I had compiled, with the encouragement and help of my oldest son, several hundred pages of notes and pictures which several members of my family objected to being on the internet, so I am re-working it to produce a neuterized version of my life story which will not include names and pictures of the offended members. I have had a very difficult and some at times emotionally devastatingly painful (by some standards) life with vastly more failures than successes; but given that MY LORD AND GOD has granted me these years I must confess that I feel blessed to have lived my life as I have. I have had many exciting and memorable challenges and opportunities. Many times I have Zigged when I should have Zagged; but many if not all of the experiences that evolved have been exciting (the thrill of the chase, if you will). My biggest dissapointment and pain is with my children and their spouses' unwillingness and inability to appreciate or even believe the truths of my life story; feeling that their own hardships, in their minds, dwarf my own.
As a father, I have some understanding and appreciation of the unconditional love our Lord has for a prodigal son or daughter. And, I am sure that every human being has their own life story that they would love to share with a willing and loving listener.)
Notes for My Personal and Family
Biography and Scrapbook:
Outline:
Introduction
Geographic/Places or address where I have Live:
School/Locations I have attended:
Military Service:
Employers:
Insurance:
Securities:
Real Estate:
Other Employers:
Theological Experiences:
Cars, trucks and other vehicles I have owned or operated
Planes I have flown or flown in.
This will, at least initially, be an Autobiography primarily written in the first person by Herman Osborne, which at the original point of construction was the result of random spontaneous comments and recollections without the benefit of organization and forethought.
At this date, 01-07-07, I am beginning a modest attempt at reorganization of this material, though it was originated in 2003 as an unorganized spontaneous question and answer presentation. And at this re-writing, I am eliminating the names and pictures of previously offended family member and others.
It was originally written primarily for the benefit of my own family, but other readers may find it useful for understanding who I am and where I am coming from in my thoughts and services. Also, it may be useful for the reader to read this biography in conjunction with My Philosophy page.
I will not object to the readers sharing their own thoughts and experiences with me.
Thank you in advance for your indulgence and any participation you may wish to exercise.
To begin with, my name is Herman Campbell Osborne, Jr., presently married to my second and most lovely wife, the mother of two children by her former marriage and six grandchildren. My first wife is the mother of my four children .
My father was Herman Campbell Osborne (Sr.) and my mother was Hazel Edna Agnes (nee Laird) Osborne. I had four siblings, three brothers all living at this date and my sister , now deceased, ; my twin brother, who is 15 minutes younger than I, married; my next youngest and dearest brother, presently unmarried; and my youngest and in his un-fattened natural state that he maintains, my naturally biggest and arguably most handsome brother, who has evolved thru a number of marriages. I have four children , seven grand children, and at last count 2 greatgrand children.
(Thus let the music begin...drums please!!!)
Beginning with notes from my oldest son who was the archivist of my memorabilia, and the key stimulus for this effort:
Dad, (my oldest son writing)
Here is a start to a Biography based on photographs. You set the pace on responses, and how much information you provide. I will forward new photographs when you have completed the first set, and continue to build out an album around them. If you have approximate dates or years, it will be helpful for establishing a timeline.
My Oldest Son:
(Click on the Picture link BELOW to open the Picture)
Picture of My Tent Mate at VMO-6 A-9 Korea from Aug 1954 thru Feb 1955
Dad,
Tell me about ******. My notes indicate that he was your tent mate (at VMO-6, at A_9 Korea From August 1954 thur February 1955), and that you had him in mind when you picked my name.
To My Oldest Son:
Yesterday, December 24, 2002 I looked up ****** on my InfoUSA PhoneDisc and called for him. I spoke to his wife for a few minutes; he was at their bookstore; which is their busiest day of the year. His wife was delighted to hear from me and said that **** would be also; and I am sure I will be hearing from him soon. His address is: **** *******,***********; Phone number *********. His wife's name is (nickname, *****, for ****** (not sure of the spelling). He is now 74. **** says he is indeed the sweet person I remember. He was not a helicopter pilot, but rather a fixed wing pilot, and ended up flying Multi-Engine transports for the Maine Corps. Though he was only a reserve officer, the fortunes of war kept him in to complete a successful retirement from the U.S. Marine Corps, after having service that included 4 years in Vietnam. **** said he spoke of me and knew I had named you after him (Not clear on how he knew that, have you also called him??); sure I will find out when he calls me back.
(Approx. January 8, 2003: ***** called me; he had come down with a very bad cold or flu which had him under the weather so he had not called me back right away. He said that at the time I was sent from VMO-6 in Korea (that squadron was being rotated back to the States: The mission of VMO-6 was Medical Evacuation - we flew the HO5S Helicopters, and Observation Aircraft - we flew the OE-1, which was basically a Cessana fixed wing aircraft) to HMR-163 (That squadron's mission was Troop Transport, and there we flew the HRS-1 and 2 Helicopters) at Oppama, Japan he had also been sent to a different base in Japan where he complete his 15-month tour, and was then sent back to the States also. Like myself he was a reserve officer, but he hung in and was able to complete his 20-years to retirement, which he accomplished , believe he said in 1972 at the point he picked up his promotion to Lt. Col.; and then because of the way the Vietnam War was progressing he optedto retire. He had been flying the AD fighter bomber prior to being assigned to VMO-6, which assignment he had sought on advise that since he was only getting in his 4-hours a month flying ADs and with VMO-6 we were getting all the flying time we wanted, which he preferred. Back in the States, at El Torro, California,He was put into Mutli-Engine transports, I believe he said R5Ds which was a large four engine transport, on his return to the States, and then progressively into C54s and eventually C-130s which he finished out his career flying in Vietnam. He was really happy flying the C-130 which he felt was a high-tech neat airplane to fly. We talked for quite awhile and then his phone cut-off and we havent talked since. It was great to talk with him. **** is 74 now; 4-years older than I am.
(Click on Picture link below to open this Picture)
NAVCAD Herman Osborne wearing Parachute for jump Training in SNJ aircraft
Dad,
What was the most exciting thing about flying?
I have to think some about what was so exciting about flying; I know I was always on a 'high' from and about flying; the picture of me, above, was taken on one of my flights, I don't remember when or where; did I make any notes on the back of the picture? (Come to think about it, I think it may have been taken on a non-flying day when we were being trained on how to jump from the plane if we were bailing out - not sure just when or where that was).
The plane is the SNJ, which is the plane I did all of my basic training in and qualified with my carrier landings on the aircraft Carriers, U.S.S. Monterey off of Pensacola, Florida; I believe it (the Picture was taken) some time in July of 1953. You have my two flight log books in the material I sent you; and it may be fun to purse them; all of my military flights are logged in them with dates, etc. They are very important historical documents for any pilot, and Naval Aviator. They will be useful in helping to verify a lot of dates and events (times and places).
In the picture, I am wearing my parachute, which was also the seat cushion in the SNJ. I had about 300 hours flight time in the SNJ. Again, the Log Books will help refresh my memory on events and times.
I started Pre-Flight (Basic) school about March 1st, 1953; after having enlisted about December 27th 1952 (I left home on December 26,1952, ending up in Seattle a day or so later). I believe it was about July 4th that I finished Pre-Flight School at Pensacola, and then Moved on to Whiting Field. Eventually, I soloed on I believe it was the10th flight; and then had about 10 flights of precision flying and then about 10 flights of acrobatics. Then I moved to Saufley Field, (near Pensacola) where I went through Formation flight training, ending up with a cross country flight to New Orleans, and then moved to Corey Field for Instrument Flight training. Then I moved on to Barron Field (out towards Mobile, Alabama) where I went through Gunnery Training and then ended up with Carrier Landing practice and finally qualification with Carrier Landings on the U.S.S. Monterey. From there I went back to Pensacola for some final processing out of basic flight school. And then on to Ellis Field for Helicopter training. I stretched the wrap up of helicopter training to try to give (your mother) time to Finish her school year, but finally was compelled to schedule graduation, that was May 26, 1954 (have to check my commission papers to verify that date).
My last class in Pre-Flight School was a Course in Celestial Navigation, which I enjoyed very much and going into the final exam with a nearly perfect score. I was very confident that I had a near perfect score on the final exam also.. The next morning I was packing to ship out to Whiting Field to start flying. Early that morning the grades were posted for the final classes, which most every one else rushed down to see, but I was confident I had passed so I didn't bother. About 8:30 one of my classmates came back from seeing the instructor because he had not done well and he told me the Instructor who was a Navy Commander, which is a pretty high rank, comparable to a Lt. Col. in the Maine Corps, wanted to see me because I had failed the final exam and was not going to graduate from Pre-flight. I thought he was 'pulling my leg' so I just ignored him. About 10:00 A.M. our barracks commander who was a Marine Captain came up to my room and literally grabbed me by my ear and marched me the several blocks over to the Commanders office. They were both furious (Like, say the 'Wrath Of God") with me for having ignored the request which it turns out had been an 'order' to get my ass over there. Turns out that a perfect score on the course and final exam would have been a 65. But the final exam counted 50%. The commander had given me a zero on the exam because I had made a mistake early in the problem, which was progressive simulation of a true Celestial Navigation situation, and as a result even though I had done every thing else in the problem correctly, I still, in real life would have been lost (dead) due to that original starting error. With my zero for the final exam, I ended up with a 34.5 score and a 35 was the lowest score I could have and pass. The Commander insisted I would have to go all through Pre-Flight School, again if I wanted to stay in the program; He kept me sitting beside his desk until late afternoon when he was ready to go home before finally saying I could go ahead and finish packing for Whiting field. That was a lesson in humility I would never forget.
In the above picture I am preparing to get in the SNJ; I am wearing the parachute, with harness. The parachute served as the seat cushion in that plane. This was the aircraft that I flew all through basic training. It was powered by a nine cylinder radial air cooled 600-HP Pratt & Whitney engine. As I remember it I believe the cruising speed of the plane was 120 to about 160 knots ( probably about 200 Knots in a dive) and Landing speed about 80 Knots, down to about 72 knots at a full stall landing touch down (with flaps down and power on). It was extremely heavily built to stand up to the pounding of full-stall landings. The plane could take a lot of abuse. It was and is still widely used in movies to simulate fighter (air combat) and single engine bombing; though it could not carry a whole lot of bombs (slung under the wings). The 50-caliber machine gun was used for gunnery was mounted in the engine cowling and synchronized to fire between the two propeller blades.
For my carrier landings, they broke my class up in to two sections; half of us flew the planes out to the carrier and made our six landings first; the other half of the class went out from port with the carrier the night before. After the first section made their sixth landing, we switched pilots and the other half made their six take-offs and landings and then the first section got back in the planes and we made our final take off and then flew back to land at Barron Field. I was in the first section which flew out and made our six landings first. The waiting crew commented that I was grinning like I was having the time of my life while I made my landings, which I was. It was a thrilling time for me.
Grandpa,
If I wanted to be an astronaut, would I have to learn how to fly?
I assume this is ***** asking the question; so *****, yes I think for what you might have in mind, you would first want to learn how to fly. And one of the best ways I can think of is first to become a U.S. Naval Officer and then a Naval Aviator, flying Naval Jet Fighters; and then volunteer for the Space Program as an Astronaut.
Astronauts can be both pilots and other supporting or supported crew members; with today's space shuttles there are likely more non-pilot crew members who are there for various scientific and other research projects and purposes, such as navigators (celestial etc.), radar operators etc., than there are flight crew members such as pilots and co-pilots. However, more than likely if you are thinking of being an astronaut you probably are thinking of being the pilot of the space shuttle. And to be that kind of a pilot you would have to be an exceptionally highly trained and skillful pilot: I am sure that only the very best fighter pilot should qualify for such a job.
I went to college for two years (1950-52) completing my sophomore (2nd year); For both years I was in the Naval Reserve Officers Training (NROTC) program (As a Naval Midshipman, training to be an officer in the U.S. Navy). During my second year (Sophomore year) the Navy even paid all my tuition and book expenses, plus $50. per month for living expenses. My room and board to live at the International Men's Coop Club, 'Campus Club' was $45 per month which left me with $5 per month for all my other expenses and spending money. Anyway, my last Naval Science Class in May of 1952 was a course on Naval Artillery (Gunnery, if you will).
Our instructor was a full Naval Commander (which is the rank just below a Navy Captain, which is a comparable rank to a Full (Bird) Colonel in the Marine Corps, Army or Air Force. This Commander had just previously been the commander of a Navy submarine; he was a very capable and dynamic teacher. One of his last comments and advise to the class was that any of us who chose to would with in our live time, if we pursued a successful career in the Navy would have a chance to fly to the moon. This sounded like real 'Buck Rogers' talk; something right out of comic book pages of rocket science. Interesting enough, about 7 months later I had enlisted in the Navy to go to Naval Flight School and had I chosen to stay in the Navy, gone onto Jet Fighter School, for which I had the papers in my hands to do, just momentarily (when instead I noted that I had earlier volunteered to take my commission in the U. S. Marine Corps; and then when they asked for volunteers, I volunteered to go on to Helicopter school) those papers were snatched out of my hand and replaced with the orders to go on to helicopter school (oh, if only I had kept my mouth shut). Had I gone on to Jet Fighters I would have been eligible to volunteer for the space program and might possibly have become an Astronaut, myself.
Grandpa,
Did you ever break the sound barrier in a jet?
****, no I never flew jets and so did not have an opportunity to break the sound barrier. I ended up as a Naval Aviator and Helicopter Pilot, and an Officer in the U.S. Marine Corps, After qualifying with carrier landings in the Naval SNJ aircraft that I am pictured in above, I then went on to learn to fly helicopters. I did spend my last approximately 15 months or so (I believe this was from sometime in October 1958 to December 1959) flying helicopters on the White House Helicopter Detachment, and did have the opportunity to fly, as co-pilot, the President of the United States from the White House in Washington D.C. to his farm home near Gettysburg, Pennsylvania. I also flew other officials into Camp David several times, and flew, as co-pilot, with Lt. Col. Virgil D. Olsen (The Marine Corps' Presidential Helicopter Pilot at the time) (then) Vice President Nixon from Washington D.C. to Andrews Air Force Base once. That was President Dwight Eisenhower, and Vice President Richard Nixon.
----- Original Message -----
From
To: "Herman Osborne" <HermanOsborne@InvestorDiversified.com>
Cc
Sent: Sunday, December 22, 2002 10:55 PM
Subject: Family History: Auto-biography
> Dad,
>
> Attached is a MS Word document with two photographs. If you are agreeable> with the format, I will follow a similar format to present pictures to you> for the purpose of gathering family history.
>
> Love,
> *****
Dad,
Round 2 of photographs
1st Lt Herman Osborne in Flight Operations-Aerology Office at Quantico MCAS Fall 1957
(Click on above line for Picture)
What were you doing this day?
At the moment, I do not recognize the setting, time or circumstances of this picture. Are there any notations on the back of the picture, or otherwise? It looks a little like I have some sort of a map book on my lap, and a map on the wall in back; with me sitting at a desk. This might have been in a squadron ready room or office. Because I am in uniform with my Lt. bars on the collar, it was some sort of a review or study environment; since I am not in my flight suit. The bars look more gold than silver, but I am not sure. Gold would mean I was still a 2nd Lt, whichwould mean I was at on of three locations: (1) would be my first duty assignment after commissioning, at the Marine Corps Hanger at Dirigible Hanger at the former Orange County Airport, which the Marine Corps was using as their Helicopter facility I was there for Mountain Training from the end of June to the first few days of August in 1954, before flying out to Korea; (2) Next it might have been in the squadron briefing room in at A-9 In Korea; though probably not because I more likely would have been dressed in fatigue clothing if not in my flight suit; not likely to have been in that uniform; and (3) It might similarly have been in thesquadron briefing room at HMR163 at Opoma, Japan. Yet again if those bars are Silver, it could have been (1) Again at Opoma, Japan; (2) In the briefing room at Peter Field Point (Camp LeJune), North Carolina . I do not remember the name of the Squadron there, but my skipper ( Commanding Officer there was the same Lt. Col. George Hollowell, who was my skipper initially at Opoma, Japan); and then next, (3) Possibly, at Quantico, Virginia; where I first served about 5 months as Assistant Flight Clearance Officer, and Assistant Aerology Officer at the Quantico Marine Corps Air Station, and then was assigned back into helicopters at HMX-1 at that Air Station, and after a few weeks on to detached duty at the White House Helicopter Detachment, flying out of the Annacostia Naval Air Station which was located just across the Potomic River from Washington National Air Port, and which also was just North of Bowling Air Force Base, which also was on the East Bank of the Potomac river just south of Washington National Airport. (In retrospect, I think the picture was taken at flight operations at Quantico Virginia, where I was the Assistant Aerology Officer; I think I was looking at weather maps). Sadly for me I cannot place where the picture was taken, but maybe you can find some notation on the picture which will help me to place it; or perhaps you can examine the picture with a high power glass to see if some writing in the background can help identify where it was taken.
(Click on the Picture link Below to Open the Picture)
Picture of an HRS Helicopter taken at HMR-161, a few miles above A-9 VMO-6 Korea Fall of 1954
This is the Model of Helicopter that I had the most time flying: I flew it at MAG (Orange County) airport for mountian training June to August 1954, then again from March 1955 to July 1956 (Probably had close to 800 hour in it. While in Korea from August 1954 thru February 1955 I flew the HO5S (which was a marvelously well built Sikorsky built (But the Navy put an Under-Powered engine in it) as a Medical Evacuation vehicle, and the fixed wing OE-1 (basically a Cessna 172) which we used to patrol the DMZ. While I was at the Naval Post Graduate School in Monterey from August 1956 to June 1957 and then at the MCAS (Marine Corps Air Station at Quantico, VA) from July 1957 to about to sometime in 1958 I flew the Navy (Beech) twin engine SNB/JRB: It was a well built aircraft but a very dangerous plane during takeoff and landing (In the speed range between 60 to 80 knots it lacked rudder control and was prone (particulary if erratic Braking occurred) to flip nose over onto its back/top and catch fire. From sometime in 1958 to my discharge in December 1959 I flew the HUS-1 which was the plane we used on the White house Helicopter Detachment. The SNJ was the plane I flew all thru Basic Flight Training from March 1953 to March 1954; My advanced Flight Training was in Helicopter: We started in the Bell Helicopter, then on to the Kaman and ending with the HUP. The Kaman (used primarily for airport fire rescue) and the HUP (was for heavy lift including high altitude) were both very challenging to fly.
After starting basic training, I had applied to take my commission in the Marine Corps; I was then invited to volunteer for Helicopters: at that time Helicopters were extremely mechanically unreliable (Dangerous) vehicles, only volunteers were assigned to them. When I had enlisted, I had anticipated immediately going to Korea as an infantry man, so every thing else was up-hill for me. So I had no problem with volunteering first for the Marine Corps and next for helicopters - whatever was needed: The Korean War was boiling at it's deadliest peak at that time. I was most unhappy with our political posture at that time; really quite angry in fact.
(Click on Picture link BELOW to open the Picture)
Collage of Pictures that Jim Scanlon sent me, of Scenes of the Oppama area
Insert from my e-mail to Jim Scanlon:
Jim:
My youngest daughter, now a gracious woman in her 30's, advised me on a visit a couple of years ago that I (which I'll translate to We) shouldn't beat up on myself for what I didn't accomplish, etc.
Re George Comer, I don't remember him, but the name tickles in the back of my mind and I think he may have been there, might have even been our crew chief. An interesting thing about the way the Marine Corps handled the emergencies I was involved in: they very quickly extracted the pilots; I was never involved in the clean-up operation. I had lost and engine when I was in Korea, ended up auto rotating down into a clear 5-foot deep stream; and seeing rods and pistons on the rock bottom under my helicopter. They flew me out and I never knew what happened to the plane.
My class had volunteered, as a group, to ship out to Korea and Japan in August; I ended up going to Korea, where I went to the observation squadron and some went to the transport squadron up the road a ways North towards Panmunjon; and the rest stayed in Japan.
Later word filtered in about a three plane night time mid-air over Tokyo Bay with 13 lives lost, no survivors or witnesses; one of them was a smart assed Captain I had had a disagreement with one day when he was flying as my co-pilot at the Orange County facility in mountain training; he had been in a hurry to get to a party after our training mission and wanted me to cut across the field to the flight line rather than flying the landing pattern into the field; I had refused and instead flew the prescribed pattern which he made a real fuss about. I have always felt that his attitude could have been a cause of that accident over Tokyo Bay. Don't know if that was the accident Al Leahy was referring to.
We did lose one of my Squadron mates, believe his name was Jim Day or O'Day ( One was Pilot and the other the Co-Pilot), on a search and rescue mission. I wasn't there as I was assigned to another sector over land; but they were flying off a Landing Ship at sea; it was foggy and they couldn't find their way back to the ship and ditched just before running out of fuel. His co-pilot, I believe it was Day ( May have the names reversed) made it out but Jim went down with the plane. I always felt really bad about that loss.
Remember the name Suedes, but didn't know any of that group well. I believe I was the only one that came over from VMO-6, I didn't drink much at the club and didn't run with the women of the street and so was sort of lost for close personal friends; just stayed mostly busy with flying.
Back to the States: I don't even remember how Lt. Col Hollowell and I were extracted; after our landing on that isle in the middle of the East Virginia swamps; that's part of my fading memory, but I think it was our chase plane that came back and picked us up. There were other pressing issues we were dealing with and while I'm sure (then Lt. Col.) Hollowell was thoroughly involved, I was not. At the time I was by default the Squadron Maintenance Officer, and that helicopter was supposed to be a replacement for a Navy Plane that had crashed just as it was to ship out for an end of season, last trip in, to the Antarctic Expedition.
The Navy claimed the plane I/we sent it was a disaster to the extent that the Commandant got involved, and obviously my name was muddied up a bit, but George Hollowell took care of the situation and I was extracted from the whole deal without any known impairments.
When I got to Oppoma in February 1955. A Bird Col. by the name of Moser, I believe it was, was the Group Commander, and figured in some later misery for me. I don't remember Al Leahey from there, but may havecrossed paths with him.. Lt. Col. Hollowell had his wife and family there, which seemed sort of neat; I had been married in May of 54 at my commissioning, and then shipped for Korea in August, so I asked Lt. Col. Hollowell about bringing my wife over too. He said it was fine by him but to talk to Col. Moser, first, which I did and Moser said fine, so I think it was in about April that my wife flew in on Pan Am. Lt. Col. Hollowell and his family were living in Kamakura, and that's where I ended up living too. One night he threw a party for his Squadron and friends at his house there; He insisted that I come because he knew I would have a good time: He said he knew I was a drinker because I always had a red nose (I insisted it was from the Sunshine when I was flying) which he (kiddingly?) knew was from drinking, but he was puzzled because he never saw me drinking at the Officer's Club, which is where I lived until my wife came over. I didn't disappoint him that night - ended sobering up with my wife swimming at the beach that night. Shortly, after that one of the (other) wives who knew Moser's wife back in the States shared that he (Col. Moser) had a Japanese girl friend. The shit hit the fan, and the Commandant got involved. All of us who had our wives there which by then was maybe a half dozen or so, were suddenly assigned to detached duty. I was sent back to Korea for 6 weeks for a Forward Air Controller's School, which was a blast.
On our final exercise we were split in to two teams of opposing Forward Air Controllers; each team was assigned an AD attack bomber which we were to direct in to an attack on the opposing team's location, with the deemed winners to have a beer and steak feast while the losers ate beans and watched us. I was the radio person/talker for my team and I was successful at scanning and picking up the radio frequency of the opposing Team's AD and was able to direct that pilot in to an attack on his own Team, which I thought was pretty cleaver. Needless to say my team won. I really had a pretty good time on that six week maneuver. On my way back Home I flew out of K-3, which was the Marine Corps Wing Headquarters. I was treating myself to a huge steak at the Officers Club the night before I was to leave for the trip back to Oppama, when a big husky Marine tapped me on the shoulder. It was Major Clarence Dorsey, who had been a Captain and the Adjutant at VMO-6 and it turns out was now the Adjutant for the General in charge of the Wing, whose name was General Dawson.. Anyway, Clarence wanted to know what I was doing there, because he had sent me to Japan from VMO-6. I explained what was going on. Clarence was a slow talking person, pondering his words carefully. He said not to worry about anything; it would be taken care of. I did not really understand what he was saying. Anyway, a week or so latter when I got back to Japan, Lt Col. Hollowell was gone, and Major Ganschow had replaced him as Squadron Commanding Officer.
I immediately checked in to Operations, where Major Sammy Martin, the Squadron Executive officer informed me to make hast over to Col. Mosers office ( Some time in this period Hollowell was gone, and the new Squadron Skipper was an old World War II Mustang, by the name of Major Ganschow). Anyway when I walked into Col. Mosers office he literally exploded all over me, screaming about my orders on his desk authorizing, upon completion of my tour in September, concurrent travel back to the U.S. with my wife at government expense on a troop transport, In Officers Quarters (A neat Honeymoon, if you will). Col. Moser screamed that he couldn't do anything about the orders because they were signed by the General, but I was his meat until the ship left the dock; and that I would fly everyday until then and that his orderly would then pick me up at the flight line and take me straight to the ship; and so that's the way it was. Hell, I loved to fly probably more than screw, so that was no problem for me.
Any way at that time we were training for a night troop lift up on Mount Fuji, believe it was at Camp MaCArthur, at the 6,000 foot elevation; with the entire Group (three squadrons, with 13 planes each to participate). At a Squadron briefing, our new Skipper, Major Ganschow, ( who had just come in from a Night Fighter Squadron in Florida, and had very little experience in helicopters) announced that he was not happy with the 'Stepped-up' Formation we were flying and there after we would fly a flat formation, maintaining one rotor diameter distance between planes. (This is a near suicidal formation). He asked for comments, and I was the only one to comment: (To dumb to keep my mouth shut.) I pointed out that in a flat formation it was virtually impossible to judge distance, that's why we flew a stepped-up formation. He forcefully informed me that my choice was to fly a flat formation or not to fly at all. I volunteered that I preferred to fly; My punishment was that I would thereafter fly only with his Squadron Executive Officer, Major 'Sammy' Martin, so needless to say Sammy Martin got in a lot of flying, too. They did end up tapping the rotor blade tips with fluorescent tape to try to help with the night vision. Anyway a few nights later, I was flying on Ganschows left wing, flat and out about one rotor diameter (this was a pitch black night), and he came over the air saying "Osborne, that's exactly where I want you'; I couldn't understand why he wasn't shitting in his britches as any sane pilot would be.
To my amazement we got through that entire event with the only incident being when Major Miller, our squadron operations officer, and his co-pilot, Neil Apker went down with a broken tail rotor drive shaft on the flight up to Mount Fuji: That happened perhaps because we were flying each with a full load of fuel and eight fully equipped troops under high power climbing up to altitude with rather severe winds whipping up, as a Typhoon was coming in. Our entire Group of 3 squadrons of 13 helicopters each were enroute to Camp MacArthur, which is at about the 6.000' elevation on Mount Fuji. This incident happened when we were about half way; we had been holding power to gradually climb up to altitude, and so were considerably higher above the ground than we would have normally been flying, which of course then meant that Miller and Apker had a considerable altitude to lose to get down with their broken tail rotor drive shaft. We, the remaining 38 helicopters, watched as Miller and Apker made a slow spiraling decent (we had been flying at about 2-3,000' above the rice paddies) and then pulled in power to break their decent just before touch down, but with no power to the tail rotor their helicopter spun like a top kicking up a huge cloud of dust as it hit the ground. Their plane ended up on its left (Pilots Side) side down. No doubt Major Miller was piloting the plane; it was a very skillful and lucky landing and ended up laying the craft down on its left - Pilot side down. Neil Apker was on the right - up side with the co-pilots and crew compartment door side up. Neil was the first one out, pulling Major Miller out after him, and then quickly going into the crew compartment where we could see him tossing out the troops. Fuel was squirting out of the ruptured fuel tanks, but fortunately it did not catch fire. The word was that there were no serious personnel injuries. The Group continued with the flight on up to Mount Fuji, leaving the recovery to others.
A couple of nights later we completed the night troop lift with high near Typhoon winds and a low cloud ceiling; We ended up making the last run with our red 'low fuel' warning lights on, but were ordered to complete our mission without stopping to refuel. We were simulating a night vertical envelopment, troop drop, and so were flying without landing lights, using what was then a new shrouded green light beam system that guided us down in the dark to our landing spot. It was challenging but exciting stuff.
( In those days we were on standby to go into the Laos/North Vietnam arena, but President Eisenhower decided not to send us in.) Fortunately, we all completed our lift without any other accident or incidents. The morning after the night troop lift maneuver we were almost trapped on Mount Fuji at Camp MacArthur by that Typhoon; the clouds had come in settling almost on the ground. We came down off the mountain from the 6000' plus elevation, dropping down a deep canyon coming down under the power lines that ran across the canyon and as close down to the river bed as we could. Not sure who the lead plane was but we followed down single file, one behind the other. Don't remember at what elevation we came out under the clouds. Anyway, we all made it down safely. That all was an interesting exercise, and a good one given that there were no fatalities. It was interesting that the night before we were all running with our 'low fuel warning' red lights on before we started the last round. We really pushed all the limits on that one. By the time that maneuver was over we all had enough experience flying together to have pretty well bonded.
I did get to spend most of my nights home with my wife for the last month or so at the house I had rented in Kamakura. Kamakura was a beautiful beach town, the ancient capital of Japan; several huge Buda Temples/Statues there. The Japanese gentlemen I rented a house from there had an interesting story to tell. He had been in the United States before World War II; had and export/import business with offices in California and someplace also in South America.
Like most Japanese business men at that time he held a commission in the Japanese Army, was a Major. Just before the war Japan had recalled most of them to Japan; he was put in charge of a 10,000 man Motor Transport Division in Manchuria. Several weeks before we dropped the first Atom Bomb, his division had been order to and had joined up with their Russian counterparts to begin an offensive against the Allies to come down through China. The next day, after we dropped the first Atom Bomb the Russians had turned on his division massacring his entire Division except for himself and 6 of his officers who were able to escape back to Japan.
Our Japanese neighbors were just tremendously kind to my wife while I was back in Korea, though when we went to a local Japanese movie showing the Bridges Of Tokari a few days before we left, the audience became very irate at the few American Service men there; that was scary.
True to his word, I was out on an extended training flight the day of my departure from HMR-163, and Col. Moser's driver did pick me up from the flight line and drive me directly to the ship for my departure back to the states.
We, (My first wife) and I did have a nice 12-day non-stop cruise back to California in September.
Herman: I met three guys from the squadron this summer. It took a little traveling, one in Wisconsin, one in Michigan, and one in Missouri. All are well, and look different than they were fifty years ago. How is it going with you? Are you going to the reunion in Pensacola this year?
Jim Scanlan
Battleship U.S.S. Wisconsin Port side 5" Gun Mounts where I served as a Projectile Loader Summer Cruise in 1951 -
Port Side to Aft of U.S.S. Wisconsin Anchored in Halifax Nova Scocia HYPERLINK "http://www.sitemeter.com/default.asp?action=help"
(Click on the Picture Lines above to open Pictures of the Battleship U.S.S. Wisconsin on which spent six week for my NROTC Summer Cruise (Training) in 1951)
Tell me about this picture.
(Click on the Picture link BELOW to open the Picture)
NROTC Midshipman Herman Osborne
Again, I do not recognize this location: I think I am dressed in my Naval Midshipman uniform which I would have been wearing during my two summer cruises ( The summer of 1951 and the Summer of 1952) while I was in the Naval Reserve Officers Training (NROTC) at Oregon State College. On the summer cruise in 1951 the picture might have been taken when I was in Halifax, Nova Scotia, Canada, where I spent 5 days on liberty (We left Norfolk Virginia and cruised up the Atlantic Coast and spent 5-days in Halifax) and then cruised back to New York where we spent about 5 days anchored in the Hudson River (There, after the first couple of days the Battleship apparently went aground while I was on shore on liberty, because when I came back after midnight, the ship was gone - they had moved it to a new anchorage off of Cooney Island (Still in New York); or next perhaps the picture was taken at the Guantonamo Navy Base in Cuba where we spent I believe it was less that 24 hours before we were sent back to sea because a Hurricane was blowing in to Cuba. I spent 6 weeks on the Battleship, U.S.S. Wisconsin on that cruise. I had a lot of very interesting experiences both on the ship with my duties and training as a Midshipman, and while ashore on Liberty. I will have to expand more on those experiences later; but in Halifax I met a very nice young lady whose was a student nurse. She showed me all over the town of Halifax, and at night we attended street dances. I didnt really know how to dance but she was a fun good sport and we had a good time kicking up our heals to the music, and were picked as a couple for having such a good time. We were pen pals for the next year, and then I got side tracked with other interests and stopped writing. (Believer her name was Blanche; there were a bunch of pretty poor quality pictures we took that are probably in the box you have.) While in New York, I rode buses all over the city to sight see; Went up in the Empire State Building; spent one evening with a bunch of midshipmen carousing the bars: a bunch of us ended up at a place called the Whalers Inn about 4 in the morning; the place was closing but one of our group was a pretty snookered and kept insisting on another order of popcorn until we were finally ordered to leave. It was overcast and gloomy weather and I was very tired after a couple of days so ended up going back to the ship to sleep it off. When we got to Cuba we went ashore in a Landing Craft; and we looked around the base. Going back to the ship the Landing Craft became a mess from those who drank to much rum and coke and were vomiting in the craft. Late the next night the Shore Patrol tracked all down to get us back to the ship because a Hurricane was coming in and the ship needed to get out to sea to get away from the storm.
In the Summer of 1952, we spent the first 3 weeks at Corpus Christi, Texas being show the Advance Naval Flight School there. We were given a tour of the big Kings Ranch, a vast cattle ranch that runs on down to the Mexican border at the Rio Grande, which was little more than a bare stream at that time of the year. We also Got to watch the famous Navy Blue Angels perform in an air show from bleachers set up along the beach at the Navy Air Base, where we stayed; The picture may have been taken outside of one of those barracks. During that air show the last formation flown for us was a 4-plane diamond formation; when the center rear pilot/plane accidentally ran into the tail of the center front/lead plane: This rear plane disintegrated and crashed into the water right in front of our stands; that pilot was killed; His wife was in the stands a few hundred feet down from where I was; she screamed and cried a lot, it was sad. The lead plane was able to make it back for a safe landing. A few days later I was able to go on a flight in a Navy PBY flying boat. The dropped smoke bombs in the water and let us fire a 50-caliber machine gun at it from the middle waist/side turret.
The second three weeks we spent at Little Creek Virginia (Near Norfolk) for training in amphibious landing crafts. We stayed in steel Quonset huts there. At night we had some very severe lightning and thunder storms, which was a new experience for me. It was interesting to be in a steel Quonset hut during a severe lightning and thunder storm. This, of course was during the height, very worst part of the Korean war. Our Naval Officers training us were very demoralized and despondent about fighting in a war we were not being permitted to win.
(Perhaps more on this later).
At the end of this training in Little Creek Virginia, I was free to travel back home. The Navy was paying our way on both of these summer cruises by train, which was an interesting and for me fun adventure in itself. Instead of taking the train back home, though,. I took a bus down to Camp LeJune, North Carolina where I joined up with my Brother Bill, and we came back to the Norfolk area and spent a few days bumming on the beach at Virginia Beach, swimming and socializing with some ladies. Then we took a bus down to the Marine Corps Air Station at Cherry Point North Carolina and bummed a ride on an Air Force Transport plane which took as far as the municipal airport at El Paso, Texas. Since we were both in uniform, I a Naval Midshipman, and Bill now a Corporal in the United States Marine Corps at the time. Bill had just finished a Marine Corps training course as a mechanic on diesel engines at Camp LeJune, and I was supposed to be returning for my Junior year at Oregon State College. Anyway at the El Paso Airport we were in the passenger waiting area when a Marine Sergeant came thru looking for U.S. Marines who were looking for a ride to California. He let me come along since I was with my Marine brother and took us back over to the El Paso Air Force base where we climbed up the stairs to the passenger door of a big four engine U.S. Marine Corps troop transport plane, where we were greeted warmly by U.S. Marine Corps General Chesty" Chester Polar, He was returning to Camp Pendleton with a plane full of mostly badly wounded U.S. Marines who had just been to the White House where the President had presented them with medals, many of them Medal of Honor winners for there Korean War experiences. That was a humbling experience to say the least.
The next morning we landed at the Naval Air Base on Coronado Island in San Diego. From there were took the bus up to Los Angeles, and then started walking towards Lomita we were going to visit our Uncle Philip and cousins. When we walked in to Torrence, California in route to Lomita we saw a beautiful 1940 Lincoln Zepher on a car lot for only $100. We bought the car and then continued our trip visiting Uncle Phil and family , and the on up through California, visiting Aunt Louise and Uncle Hugh and others, ending up home in Oregon a couple of weeks later. Other stories to be continued.
Hello,
Thank you for your participation with Classmates. The military location referenced in your e-mail has been added as A-9 (VMO-6), as a choice under KOREA in our military directory. As your assignment is available, you may go back to the classmates websitehttp://www.classmates.com/ to add your assignment. From the classmates home page, click on the "Military" tab on the top navigation bar. On the military Roll Call page, click on the "Add Assignments" tab at the top of the page. To add an assignment, click on the "Continental United States" or "Locations Outside Continental US" tab for the location of your assignment. Next, select the State or Country for your military assignment. This will bring you to the "Military Registration" page where you can selectand click on the military installation (Air Force Base, Fort, Camp, Naval Air Station, geographic location, etc) of your assignment. If there are organizations listed underthat installation, the next page will prompt you to select and click on the specific organization you were assigned to at that location. The "Other" link at the bottom of the page serves as default to the installation at large. The next step will prompt you to select and click on your branch of service. On the Military Registration page, complete all the required information from the drop down menus, and enter your "Status during Assignment", "Start and End Year", and "Rank" (Optional). You can also type in your specific unit within the organization selected and your nickname. After you have completed all the required information, click on the "Done" button. You are now finished with the registration for this assignment. You will need to repeat this process for additional assignment(s).
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**Please click on "Reply" if responding back to this e-mail. DO NOT send a new e-mail. To serve you better, we need to track all past correspondence from this message. Thank you!
-----Original Message-----
From: Herman Osborne [mailto:HermanOsborne@InvestorDiversified.com]
Sent: Saturday, January 19, 2002 9:21 AM
To: military@corp.classmates.com
Cc: Herman Osborne
Subject: VMO-6 U.S. Marine Corps Air Facility, (a tent camp, with 1600' blacktop runway) (Helicopter & Light Fix Wing) about half way between Seoul and Panmunjon.
From: "Herman Osborne"
To: "Jim Scanlan"
Cc: "Herman Osborne"
Subject: Re: Here's one
Date: Monday, January 21, 2002 4:59 PM
(Click on Picture link below to open the Picture)
Collage of Pictures sent to me by Jim Scanlon of the Oppama area
Jim:
I surely appreciate the information: Right now I am fairly busy with some of my work, so may not get back to you as rapidly as I would like, but I will be reading and following up with the information you give me.
I did not know, at least that I can remember a Thad Ryan. I was at VMO-6 from August 1954 thru February of 1955, when the Squadron returned to the states. Since I had less than half of my tour in I was sent to Oppama, Japan at that point. Incidentally, my memory is rather faded on a lot of names and events: The Squadron Executive under Major Ganschow was Sam Martin, not Miller. Miller I believe was the Operations Officer, and was the command pilot when he and Neil Apker had their tail rotor shaft break when the entire 39 plane group was headed up to Mount Fuji for a night troop lift maneuver. Talk to you later.
Herman
----- Original Message -----
From: Jim Scanlan
To: Herman Osborne
Sent: Monday, January 21, 2002 4:47 PM
Subject: Here's one
Neil Apker 2723 102nd St. Omaha, Nebraska 68124-2634. Phone !-402-398-9366, as of nowhe is the only address I can find. You said you got to VMO-06, and then in 163, did you know a Thad Ryan 1st LT. I'll find the other addresses, and send them to you, it's three pages of officers. It's there addresses, and phone numbers.
Jim Scanlan
Here is a response, I got from Al (Mike) Leahey, maybe you will know some of the names. Jim
----- Original Message ----- From: The Hootch To: Jim Scanlan Sent: Monday, January 28, 2002 5:03 PM
Subject: Re: Jim Scanlon note
Hello Jim:
I dimly recall flying with a fellow named Osborne. Definitely with Wit Bakauskas on several occasions, often in fixed wing. Remember flying up at Camp McCall up at Fort Bragg on E&E Camp with Don Dickenson as Co Pilot. I led the mission there. Had an engine failure at night, too, during the assignment. Got down okay with a belly full of troops in an HRS. It was in April 1956. You remember such things. Knew Apker from flying in 162 overseas. Bob Suedes was in 163 over in Oppama in 1954/55. He lives somewhere out in Montana I think. Hope to visit him this spring/summer.
Mike
----- Original Message ----- From: Jim Scanlan To: Michael Leahy Sent: Tuesday, January 22, 2002 9:27 PMSubject: Fw: Jim Scanlon note
Mike; This guy is a Herman Osborne, I found him on class mates, listed under Oppama. This is one of the e-mails he wrote me. he knows Neil Apker, who by the way I talked to on the phone, about six months ago. the same day I talked to Bob Suedes. There is a guy by the name of Bob Frierson, who was at Oppama after we left. I got writing him, come to find out, his son married a cousin's on mine, daughter.
Jim Scanlan
----- Original Message ----- From: Herman Osborne To: lineart@willmington.net Cc: Herman Osborne ; JAMES SCANLAN Sent: Tuesday, January 22, 2002 2:06 PMSubject: Re: Jim Scanlon note
Mike:
Not sure that you would be the same Leahy I flew with; My memory is'nt that good now, but I flew with I thought it was an Al Leahy out of Peter Field Point, New River, ( I was then with Lt. Col. Hollowells squadron) on a mission down at Fort Bragg, North Carolina: An Escape and Evasion Training where we were providing the simulated night drop and then recovery of simulated behind the line personnel. Leahy was flying the other chopper and I was flying with a Capt. Bakauskas in the second chopper. I was a Lt., which was as far as I made it. Anyway are you the Guy I remember? Believe Townsend was my crew chief.From: Jim Scanlan To: Herman Osborne Sent: Monday, January 21, 2002 4:26 PM
Herman: I'm pretty sure Mike was at New River, also there was a guy, who when he got out, had made Lt. Col. John Castranio, both were there at the same time, this is all assuming, I write them all the time, not Mike as much as I did, and they have told me their history, bur I have to many, to keep them all straight. I also think General Victor A. Armstrong, was the C.O. If you knew Armstrong, he passed away three years ago. He was our C.O. in 163 when we first moved to Oppama. You have Leahey's first name right, but he goes by Mike. He has attained quite a bit of notoriety by sketches, of choppers, particularly, in combat. He is also, a leader in a large organization called the U.S.M.C./ Vietnam Helicopter Association, Neil Apker and I belong to it. you can join that org. if you were in choppers during the Korean War. The ones that have gone to the reunions say they idolize, the Korean Vets, because they think they pioneered, the system, which they did. I think their next reunion, is this year, and I know, it will be held at Pensacola, in August. I'll send you a copy of a leahey sketch, see what you think.
Jim SFrom: Jim Scanlan To: Herman Osborne Sent: Monday, January 21, 2002 4:26 PM
02/02/02
Jim:
Have appreciated your e-mails; would be interested in knowing a little about you, and would like to have e- mail addresses you may have of others in our time frame. My almost seven years of service starting as an NROTC Midshipman for two years at Oregon State College in Corvallis, Oregon; then, I enlisted December 26, 1952 with active duty from March 1953 to December 1959, beginning with 15 months in flight training as a NAVCAD, Took my commission in the U.S.M.C.. In May of 1956 I signed a 5-year contract, hoping to have 3 annual shots at integration for a Regular Commission, from Reserve, but in August of 1956 the Commandant came out with a letter ruling out an applicants commissioned prior to June 1, 1954; I had been commissioned May 26, 1954. I asked for a wavier which was denied, due to what was called the Korean Hump. So I submitted my resignation which also was declined; they said I was a critical MOS. Ironically, my last 15 months I served on the White House Helicopter Detachment being assigned as a Command Pilot after about two weeks into that assignment. Guess I was notorious enough to be a known quantity because the day I was assigned from the Quantico Air Station Flight Operations to HMX-1, when I walked in to the ready room with my Helmet and Flight Suit in my hands, Lt. Col. Virgil D. Olson, the Squadron Skipper (Do remember Major Victor A. Armstrong, who was the Squadron Executive Officer at the Time / Have wondered what transpired for Lt. Col. Olson after left the scene: He was a cool person, whom I appreciated serving with. Prior to this event, I had had a couple of encounters with several of his squadron men, resulting from events that transpired on occasions when I was Air Station 'Duty Officer Of The Day': like his men got themselves in a lot of situations. One night, one of his Pilots, a Captain, along with a LT. who lived in the BOQ were returning to the base, with the Captain Driving; They were three sheets to the winds just coming in from a real serious drinking party, and the Captain drove out on to the Tarmac, and didn't stop when my sentry challenged him. When I had posted the guard that night my instructions were in the event of intruders to issue their verbal challenges, and if that did not stop the intruder to fire a warning shot first before bringing the intruder down. Fortunately the Captain did stop when the warning shot was finally fired, which of of course set a whole chain of events in progress. The Air Base Commander, a Bird Colonel had briefed me on assuming my post instructing me that in the event of any problem that would involve the Base MP's, to call him immediately, and keep the MP's out of it if at all possible as the Base Commander was a General who loved to embarrass the Air Station Command. I instructed the Lt. to get the Captain to his room at the BOQ an pump him full of coffee, and to park the car behind the building, and of course I told the sentry to tell know one anything, referring them to the Colonel. The MP's were there within minutes demanding an explanation for the shot fired. I would not tell them anything, only that every thing was under control. They of course were incensed threatening me with all sorts of dire consequences. The Colonel arrive quickly and dispatched me to his office. While there was a lot of commotion, I was never further involved in any action; The Colonel was able to handle matters. So, anyway, I suspected that Lt. Col. Olsen was involved in my transfer to back to his Squadron a few months later; figured he preferred to have me on his team rather than against them, or something like that.) and the Marine Corp Helicopter Presidential Pilot, came out of his office at the other end of the ready room, and said "Osborne, are your ready to fly', to which I said 'Sure'. With no further explanation, we walked out to the Helicopter, Climbed in; he cranked up, taxied out lift off up to 50' elevation an we flew up the Potomac River, past Bowling Air Field, Washington National (Annacostia Naval Air Station on the other side, across the 14th Street Bridge, and at the Washington Monument Col. Olson cut power and we coasted on to the White House Lawn. President Eisenhower strolled out, returned our Salute, and stepped into the plane; we flew him up to the Gettysburg Farm, and the went on up to Camp David to await our return. Don't remember the exact following events. But, on qualifying as Plane Commander about a month latter I spent the first 6-months in that assignment with Major 'Willie' Harrell as my Co-pilot (He had over 4,000 hours in Multi-engine, but was new in Helicopters), then when he qualified as Plane Commander we swapped seats and I flew for the rest of my assignment as his co-pilot. He was really a great pilot and person to serve with.
I had really enjoyed my assignment at the Quantico Air Station, before being assigned to HMX-1. In that assignment I was the Assistant Flight Clearance Officer and the Assistant Aerology Officer It was like standing in one place and having much of my past catch up with me. So many officers/pilots came through that I and others on the staff had served with before. There was a Captain and a Major whom I reported to who was in charge of Flight Operations and a Non-pilot Captain who was the Aerology Officer. On one occasion I was asked by a General t |
