Ring of Fire

History of the EB-66 DESTROYER in SEA

The improvement in North Vietnam’s Air Defense Systems and particularly the potential of the SA-2 missile, led to the introduction of the RB-66 destroyer into the conflict. Two versions of the aircraft were deployed commencing in May 1965.The RB-66B was originally designed for night photographic reconnaissance role, but a small number of aircraft were fitted with a package of electronic warfare equipment known as “Brown Cradle”. These aircraft were limited to jamming the frequencies used by the North Vietnamese Air Defense Radars while the RB-66C not only performed jamming, but also collected electronic information that could be analyzed for types and location of enemy radars.

The 363^rd TRW deployed six RB-66Cs to Takhli RTAFB in May 1965, followed by three more in September. The first RB-66Bs arrived in October of 1965 and the 41^st TRS was activated at Takhli on the 20^th of the month. The two types were often used in combination during the “Rolling Thunder” strikes with the RB-66C standing off at a distance to locate and identify radars for the RB-66B to move in and jam their transmissions. The big aircraft were vulnerable to MIG attack and this factor limited their usefulness in that they had to stay out of areas of known MIG activity and often flew with fighter escorts. In 1966 the aircraft were redesignated the EB-66 and the EB-66B and EB-66C were later joined by the more capable EB-66E. With the widespread availability of the QRC-160 Self Protection Jamming Pod from 1967, the role of EB-66 changed from standoff jamming and ECM escort for U.S.A.F. strike aircraft to the protection of B-52s and Naval strike aircraft.

*VIETNAM Air Losses by Chris Hobson, page 36.

The Cherry 15 Incident

11 April 1969–16:45 Local–DET2 38^th ARRS–Takhli RTAFB

The crash phone rang and reported that an EB-66B, call sign Cherry 15, with 3 souls on board had lost an engine on takeoff.

The crew of PEDRO 57 (59-1549) ran to the Alert Pad and was airborne in just over one minute. This was the monsoon season and the clouds were down to 1500 feet A.G.L. (above ground level) and the areas between the parallel taxiway and the runway were flooded. While orbiting on the approach end of R/W 18, we monitored the radio traffic between Cherry 15 and the Takhli Command Post. Because of its full fuel load, a decision was made to orbit south of the airfield and burn off fuel.

PEDRO 57 returned to the Alert Pad to refuel and await the call that Cherry 15 was inbound for a landing. PEDRO 82 (59-1574) was moved from the hanger and preflighted in the event it might be needed.

At 18:45, the Crash Phone rang for a second time and PEDRO 57 launched into the darkness orbiting on the approach end of the active runway. The approach of Cherry 15 appeared normal, but as the aircraft touched down, the number 2 engine exploded and a fireball erupted behind the right wing. A small flame could still be seen as the drag chute was deployed and the aircraft slowed. Cherry 15 came to a stop midway between the mid-field road and the south connecting taxiway. Fuel poured from the right engine, ignited and spread under the stopped aircraft.

PEDRO 57 made its approach from the north and then rotated around Cherry 15 placing the FSK (Fire Suppression Kit) on the right side just off the nose. The HH-43B then landed and SGt Jimmy Pereda and I deplaned. (ABR) SGt Pereda grabbed the nozzle and deployed the hose while I waited and charged the FSK with 4000 psi of air. Jimmy using the nozzle to maximum efficiency made two swipes under the fuselage extinguishing the flames allowing me to move towards the cockpit entry hatch located just to the rear of the nose gear.

Under the aircraft, I knelt facing the rear and rotated the handle that opened the entry hatch. Unbeknownst to me, one of the EB-66 Crewmembers was standing on the hatch and it came down hard, pinning me, leaning backwards with the hatch on my chest and my arms behind me holding me off the runway. As each crewmember left the cockpit and deplaned the aircraft, I was able to keep count because the hatch bounced on my chest. After counting the 3^rd crewmember escaping and with the weight off my chest, I pulled myself clear of the hatch and watch as three helmets with reflective tape ran eastward off the runway. I then mounted the hatch stairs, entered the cockpit and using my flashlight, checked to ensure that everyone was out.

By the time I returned to the ground, Jimmy Pereda had all of the exterior fire out and was concentrating on extinguishing the remaining fire in the engine. The Base Fire Department Crash Trucks were finally arriving, so I went to help (MT) SGt Morwood round up the crewmembers for a quick ride to the Base Hospital.

Jimmy Pereda and I prepared the FSK, hooked it up upon return of PEDRO 57, then hitched a ride on one of the Crash Trucks which dropped us at the Alert Pad, ending the night with three quick saves.

PEDRO 57

(RCC) Capt William B. Fredanberger

(RCCP) Capt James D. Shy

(FE) SGt Dennis A. Laxon

(MT) SGt David L. Morwood

(ABR) SGt Stephen P. Mock

(ABR) SGt James R. Pereda

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