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AIRMOBILITY

Early Problems

It is important to recognize that the early airmobility efforts with the H-21 and Army of the Republic of Vietnam personnel represented the lowest order of airmobility... that is, simply transporting people from point "A" to point "B". This is analogous to the requisitions of French taxis in World War I. It provided better and faster transportation than walking. But, it lacked the essentials of unified command, specially trained personnel, organic firepower, and responsive reconnaissance.

The early Army aviators in 1962 spent a great deal of their time simply training the Vietnamese in the rudiments of getting in and out of a helicopter and conducting themselves properly in a landing zone. The U.S. Army helicopter pilot belonged to Military Assistance Command, Vietnam, and was attached to the U.S. advisor on a one-time mission basis. The aircraft commander still had the authority to abort a mission that he did not feel safe; yet, he was not in the early planning phases and did not share the responsibility of the success or failure of the mission. Furthermore, he did not control the tactical air support or artillery fire nor the timing thereof. It is easy to understand the frustrations some of the early relationships generated.

Little by little, sheer necessity forced those in-country to make workable agreements on standing operating procedures. The "who-does-what-to-whom" on command and control, flight levels, and fire support were among the most important procedures agreed upon. The evolution of a command and control helicopter, carrying all of the essential commanders and liaison officers plus the proper communications equipment, soon came about. Armed helicopters would soon be part and parcel of every transport column—and the polywog shape of the Huey would soon become the universally recognized silhouette in Southeast Asia.^[1]

↑ The transition to the Huey had its beginning in January 1955 when a design competition was held to select the new standard Army utility helicopter. The first model, designated the XH-40, flew in 1956 and the UH-1B model did not begin its user evaluation testing until 28 November 1960. By June of 1963, most of the light helicopter companies had phased in the new UH-1B helicopters and had transitioned their aviators, maintenance personnel, and crew chiefs to the new aircraft. But, it would not be until 27 June 1964 that the last tired old CH-21 was formally retired by General Oden, Acting Commanding General, U.S. Army Support Command, Vietnam. These times tend to give some appreciation of the long lead time necessary to develop and prove a new helicopter.

[ref1-1] The transition to the Huey had its beginning in January 1955 when a design competition was held to select the new standard Army utility helicopter. The first model, designated the XH-40, flew in 1956 and the UH-1B model did not begin its user evaluation testing until 28 November 1960. By June of 1963, most of the light helicopter companies had phased in the new UH-1B helicopters and had transitioned their aviators, maintenance personnel, and crew chiefs to the new aircraft. But, it would not be until 27 June 1964 that the last tired old CH-21 was formally retired by General Oden, Acting Commanding General, U.S. Army Support Command, Vietnam. These times tend to give some appreciation of the long lead time necessary to develop and prove a new helicopter.

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