I’ve been flying on treetop for 15 minutes; absolutely no enemy eye could follow us. I must have planning whatever the TOT should be the last light on the earth; this critical moment all six agents should be in touch on foot with the landing zone, and the complete darkness should be then re-airborne for my bird.

Suddenly a strong down-draft let the helicopter seemed hit the green-dark carpet, I did jerking up increasing engine power passing above the tall tree in front of us. I felt confident because in the West range of mountain the weather was fair but in the East range, the huge cloud Cumulonimbus covered the half of Crest Mountain, which means heavy rain over there. We were over far West from DMZ, nothing stranger except terrible quite, no human activities, no road or trail, no villages, no reference points for navigation, only all hills with green grasses on them sticking together like half eggs stretched to the north, surrounding with numerous creeks.
We were less four minutes from target LZ now, no sign of landing zone, everywhere was carpet-forest and high mountainous. I tried the best to pretend smiling and turned the controls over to Lt Hue, my perfect copilot and I little bit bent down for pulling parking brake while I ran through a checklist. As an aircraft commander, I thought I was a pretty darn good pilot. Experience had given me that conviction. I was also responsible for many more tasks than just flying the helo: managing the overall flight, monitoring radio traffic and agents team, navigating on the map, balancing airspeed versus time-to-target, and interfacing with the folks in the back. But, however I had no reservations about letting Hue fly the machine. He was not only a fanatic about mission preparation, but a damn good stick as well. It was clear to me now that under the pressure of impending secret-infiltration, you could count on Lt Hue. I had secretly been wondering about that Captain Richarson teamed us up for the secret infiltration, because I hadn’t flown much with Lt Hue before. He was such an incorrigible joker that it was hard to imagine him getting down to business.
At a higher level of our helicopter was Ban Karai Pass, I smoothly raised the nose of the aircraft to left side range, avoiding enemy eye could detected by track following. On the top of mountain-slope, I saw a big stone just enough space for touching only one landing gear and the rest should be hanging in the air. This was the only choice and pretty good for Team-infiltration. There were few clouds in the dark sky, which was fine for us but even better for the Team. I prayed to some nebulous God of War as we cleared land and turned right down over the LZ.
“Just please don’t let us lose an engine!”
A helicopter H.34 idle the engine, free falling like a huge monster rain drop and abruptly precise quick-stop liked an eagle clinging nest. Right landing gear was touching on a stone, I saw and counted six agents jumped out real fast and embraced together for not falling down to valley.
Why my bird, obsolete H-34 helicopter would become a Project-Delta trade mark. Just because it was old that didn’t make the H-34 bad “The best helicopter ever made for that ‘mission impossible’ was The H-34”. Remembered Master Sergeant Donald Duncan, instructor STRATA teams leader, He flew few SOG Huey mission, said:” The pilot H.34 sat right on top of that big 32 cylinders radial engine, and when you went in, you at least had some iron between you and them. And it was really rough and tough and rugged. How ‘tough’? “You could blow cylinders out of it and still get yourself home”. Because it was a tall ship, the H.34 could hover against a hill with one wheel and its blade wasn’t as likely to hit as was a Huey’s, allowing it to lift men from steeper slopes. Inside the bottles nosed H.34 were grungy filthy, oily birds, with exposed innards where mechanic crew-chief had cut holes to get easy access to some parts and never bothered to close it up. The H.34 had only one door on the right side, which made it relatively blind on its left, especially to the rear. For armament, a Queen-Bee bird carried a single rusty World War II belt-fed 30 caliber machine gun hung from a bungee cord in the doorway with a thousand rounds stacked in an old can under the gunner’s seat.
After all, this was an excellent infiltration. We took off and lowered the nose smoothly for getting high speed, now we swept quickly into the night. Lt Hue turned the dime light on for enough light according manual book said for suitable our visions.
Now we started worry about gas in the only forward tank, because I had a planning to land at high hard-level, so I did decide order the crew-chief fill up only two tanks instead three tanks. Therefore, I had plenty of time for my anxiety. ”Oh God…might I’m suffering mental distress!” I didn’t have waiting until cruising altitude, careful and smoothly pull back the mixture level to a reference point that I had had mark when warming up the engine on the home ground for saving fuel. We continued climb at 200 feet per minute with low engine power for economic regimes RPM. I glanced down at the all over dark, nothing sparkling in the night. And there was still above DMZ Western Mountain, slithering just below a surface that looked deceptively inviting.
I glanced down at my watch. It was 6:50 PM, but the night was completely covering the earth in the remote mountain area. The instrument warning light on of the center and rear gas tank just been cut off, now we fixed our eyes on the warning light in forward tank, it was residual 600 pounds. Suddenly aircraft bumpy-vibration shake, we couldn’t see anything except the darkness wrapping around. At time, a bright dazzling light with fierce piercing my eyes far away in front of us at a moment and return the complete-darkness and obscuration, simultaneous reflected in my helmet earphone “Chiezz..Chiezzz…Chiezzz”
With my experience as an all weather-pilot, We must fly through this huge thunderstorm cloud with the notorious vulnerable name “Cumulonimbus”, The quantity Fuel 115/145 octane contained in forward tank just endurance 45 minutes more and ‘conk-out’. That’s it! I must have only way keeping constantly heading 145 degree in magnetic compass, altitude at 4.000 feet…can not go up or down, and can not deviate right or left, for save gas consummation.
In the darkness, I can hear some rain-drops beating so hard in front our windshield. Ahead of me abrupt glaring light bright-up, and right in this moment my earphones in my helmet hissed: Chiezz chiezz .. .chiezz and everything in ‘tic-tac’ recovering back in the horrible darkness. Now it seemed to me, we were in the mass of body-water pouring on top of my bird that was too old so water can come through, now we are getting wet, all flying suit soaking with water but I didn’t feel cold at all. I heard the sound of engine so different noisy, the exhaust flashing flame blue and brazen. The four flexible blades above were spinning faster or lower? Some abrupt up-drafts then down- drafts, suddenly the bird seemed to quit, her nose swung down to right, I was afraid the heavy torque could cause tail rotor come-out; I eased back on the airspeed to reduce the risk of blade-stall. All instruments in the panel spun around on the most of both horizon artificial, the gyro-compass rotated, I couldn’t see the number steady appeared; altimeter go up then down 500 feet per minute. As a Delta Force pilot, though having so many experiences, but in this time the engine lost power that flashed into my mind terrified me. Now I must concentrated for the basic instrument flying procedures, I neglected all instruments performed by the gyros and focus only on the instruments less influenced by static magnetic caused by bad weather. The ‘ball and needle’ that I frequently crossed check, the heading synchronize by ADF needle to Hue province air radio station and correct-adjusted altitude with very smooth maneuver coordinated with air- speed by eased collective pitch slightly up and down.
I needed a limited point of reference or the darkness would just overwhelm me. And still, there was no way to know when it was all going to end. So, even though I was trying to convince myself not to scare about it, but these images of endless…would continue to ambush my mind.
At this time, I knew that I was no longer invincible. I could feel my heart thumping in my chest. In the space of few minutes, I had gone from feeling as indestructible as my humming-bird in a strong velocity. Things were going to terrible. Actually, I had flown with partial instruments.
(In this moment of inspiration, I recalled: John Paul Vann was died by crashing in the likewise status ‘vertigo’ to disorientation, due to “blade-stall” in the same occasion of us). I was beginning to feel cold, too much blood concentrated on my head, I was not a superman, my lip became dry and bitter, my throat so dry; again the water can infiltrate to the cockpit, wetting my flying suit. I may have a fever, feeling cold and hot mixing at the same time. I can feel the passage of sweat through out the pores from my backbone and forehead.
The bird was still terrible shaken, bumping and twisting, I afraid the rotors should saying good by and by? The most down-draft causing the aircraft nose turn back, I so worried these repeated-circumstances; if I flown a fix wing aircraft, the risky will less than rotating wing which was vulnerable in blade-stall at high and low speed as well. However, I tried to keep still patiently, frequently cross-check the crucial instruments on panel such as: altitude, airspeed, and the heading (ADF needle).
The engine drowning normally, the bird became level stabilized with few light-oscillations. We hoped through out of the thunderstorm cloud. How can we see outside for estimating our position, just the darkness wrapped around us with the dim lights from instrument panel and bright dazzling light from exhausted. But earphones in my helmet, occasionally hissed “Chiezzz..Chiezz…Chiezzz. We couldn’t see the glaring light in front at all, that means: was the Cumulonimbus behind of us?
I had just recovery to comfortable status. Now the fuel-empty-obsession turned on in my mind, not only me but Hue as well, our eyes always fixed at low fuel warning light come-on. We had about 300 pounds of fuel now; if the warning light come-on we can fly maximum of 20 minutes with this quantity of fuel, we can fly to Khe Sanh. I must make a decision right now. Anyhow I must maintain this altitude 4,000 feet for avoiding any unanticipated crests mountain underneath and deviated to heading 140 degree for closer ashore of Ai-Tu Airfield, Quang Tri, at least far away from mountain area for less danger in case emergency. I was still wondered whether landing at Ai Tu for refill or to Khe Sanh for relax? Because I actual didn’t know where we are in the darkness with light rain, but I did estimated that below was the annexation of Ho Chi Minh Trail system narrow camouflage by the triple jungle canopies bypass designed to keep supplies moving south by simple conveyances as bicycles.
In the obscuration, I imagined our helicopter H.34 settled onto the tarmac a dense cloud of fog enveloped our bird like the hand of a giant ghost. The earphones in my helmet, Hue echoed me loud: “having a hole!” maybe Hue saw the oil-lamps of a certain village on the ground, he means I should managed the bird come down through the cloud-hollow for contact flying rule; tomorrow I will brief to him about risky-vulnerable even though in the daytime. The fuel-consummation couldn’t permit us to react like that with brutal maneuvers. And He was ready for check-out for becoming Aircraft-Commander, and flight leader as well. As a Standardization Instructor Pilot, I was planning tomorrow check ride with him some forced landings (autorotation at night under 30 percent moonlight) without landing light, I felt foreknowing he will become an above the best pilots in “my Combined Area Studies Flying-Group” (CIA)
With my own experience in weather, we were cruising at the same altitude at 4.000 feet for a couple minutes, there will everything clear, yet! down there numerous gleaming-light along the sea shore to Quang Tri, Dong Ha, and airfield Ai-Tu, but I made decision heading to Khe Sanh for mission accomplished. I felt so much comfortable now, even if the low fuel warning light come on We were still plenty time reaching to Khe Sanh. All we are feeling so happy!
In the fresh clear air, I took a last cigarette in my upper flying suit pocket, slowly light it up and enjoyed, trying to let everything behind...
” Hue, you got the control!” I saying
(More than four decades later, now I remembered to recall in the past: Lieutenant Hung got hit by ground fire 88 holes, Lt Khoi got 53 holes, Lt Hue got 47, and myself got 21, but luckily all were A.K47 bullets; the price that we paid because we must save our reconnaissance Teams due to the heretical unit name:” C.A.S Flight Group”… out in the hand of enemy. Says Major Scotty Crerar: “Neither impossible ground fire nor un-flyable-weather stopped Cowboy (mine) and Mustachio, (Lt Hung) dozen of SOG men survived purely because “can’t” was not in these pilots, “vocabularies” They were absolutely fearless”. And some SOG men said “It was really rough and tough and rugged “how tough?” You could blow cylinders out of it and still get yourself home!” Sadly, one thing extraordinary happened that it was 100% we got killed because the bad weather, none from enemy with combat bullets. And the images of “Helicopter H.34 Queen-Bee” pilots Missing In Action that flashed into my mind terrified me and I couldn’t hold my tear shed out “because they were died but I was still survive”, including Master Sergeant Ralph-Reno, Staff Sergeant Donald Fawcett and Officer Operation, Captain Edwin- Mc-Namaras
In the year 2.004, U S Media, the radio had announced the recovery of the full crewmembers-remains of The Vietnamese Air force: Lieutenant Long, Lt Tung, and Master Sergeant Lanh. These were all my dear comrades who’d been listed as Missing- In-Action in 1966; the numbers matched up, a total of Three Queen Bees. Yet they would be making that final journey in flag-draped coffins, carried by solemn honors guard of our brothers in arms. No, it wouldn’t be easy at all. They were buried with military honors at Arlington-Cemetery. Yet as I listened to that song, I mourned our lost comrades who would help me remember the lightest moments of the darkest hours, and details of each man’s life that I could hold in my memories.
I nodded and thanked them silently. Now my last salute to theirs final resting place in a clearing surrounded by maple and pine trees.
Alas! We never seem to learn from our forgiveness for what they had done. “Sacrifices often are unappreciated by those who benefit from them”
I was angry about having sacrificed my young to the Wise-Men’s stratagem (American-First) for many years; my war flying experience still remained like a huge undigested lump in the back of my mind. I did not know what to do with it, when someone asked it with my own know-how-concept. If the real power from US administration had kept their promises, Southern Vietnamese might now be enjoying prosperity and democracy similar to what has developed in South Korea, Taiwan, and Thailand. Even now I became a green-fresh US citizen, but still very clear to me that I am not among the self-loathing Americans who notice people in other countries looking to us for leadership and see nothing but neocolonialism and imperialism; I accept the premise that the United States has a legitimate, even inescapable, role to play in the world today)
Suddenly, the warning light of low fuel came on, but I still very patient at 4,000 feet, in front of us gleaming light showed up, I have plenty time to reach Khe Sanh (actual Huong-Hoa county) I easy descent to 2,200 feet, planning over Khe Sanh at 1,700 for safety and spiral steep-approach to landing. Now I saw two parallel bright light joining concurrent together at one point for landing path, I was sure one Dodge 4/4 and one Jeep there. My landing light was never brighter than tonight.
We were in a hurry to wash ours hands, face and go town to take dinner. I saw in the mirror that seemed I had aged somewhat older 10 years more and so ugly. This ‘sweat-game’ made me become bald very soon and one certain day, I will do not have any hair for combing. This town had only one single Route 9, population about 3,000, most people over here were French ‘coffee planters’, but the plantation closed due to the war. William Colby recruited them to travel every few weeks along Route 9 to the quiet village of Tchepone, Laos 30 miles away; despite keeping their eyes peered. The planters brought back little intelligence between infiltration parties were small and crossed Route 9 at night. After 1962 due to less security and too far from Quang Tri province, President Diem dissolved it then become the sheer name on the map “Khe Sanh”.
All the houses neighbored together in both side of Route 9, spreading from East West about half kilometer. One single small restaurant, there were already William Colby, Major Kinh, Capt Phu, Doctor Captain Tri, Lieutenant De and our CAS flight-crewmembers just arrived. We ate steamed rice with chicken fried with onion and hard green pepper very spicy, and drink whisky mark Black and White Cat. Everyone wore black peasant-pajamas dress, with cover hood in the back, material deluxe made from Okinawa, but no one looked-like peasant at
(continued)

Suddenly a strong down-draft let the helicopter seemed hit the green-dark carpet, I did jerking up increasing engine power passing above the tall tree in front of us. I felt confident because in the West range of mountain the weather was fair but in the East range, the huge cloud Cumulonimbus covered the half of Crest Mountain, which means heavy rain over there. We were over far West from DMZ, nothing stranger except terrible quite, no human activities, no road or trail, no villages, no reference points for navigation, only all hills with green grasses on them sticking together like half eggs stretched to the north, surrounding with numerous creeks.
We were less four minutes from target LZ now, no sign of landing zone, everywhere was carpet-forest and high mountainous. I tried the best to pretend smiling and turned the controls over to Lt Hue, my perfect copilot and I little bit bent down for pulling parking brake while I ran through a checklist. As an aircraft commander, I thought I was a pretty darn good pilot. Experience had given me that conviction. I was also responsible for many more tasks than just flying the helo: managing the overall flight, monitoring radio traffic and agents team, navigating on the map, balancing airspeed versus time-to-target, and interfacing with the folks in the back. But, however I had no reservations about letting Hue fly the machine. He was not only a fanatic about mission preparation, but a damn good stick as well. It was clear to me now that under the pressure of impending secret-infiltration, you could count on Lt Hue. I had secretly been wondering about that Captain Richarson teamed us up for the secret infiltration, because I hadn’t flown much with Lt Hue before. He was such an incorrigible joker that it was hard to imagine him getting down to business.
At a higher level of our helicopter was Ban Karai Pass, I smoothly raised the nose of the aircraft to left side range, avoiding enemy eye could detected by track following. On the top of mountain-slope, I saw a big stone just enough space for touching only one landing gear and the rest should be hanging in the air. This was the only choice and pretty good for Team-infiltration. There were few clouds in the dark sky, which was fine for us but even better for the Team. I prayed to some nebulous God of War as we cleared land and turned right down over the LZ.
“Just please don’t let us lose an engine!”
A helicopter H.34 idle the engine, free falling like a huge monster rain drop and abruptly precise quick-stop liked an eagle clinging nest. Right landing gear was touching on a stone, I saw and counted six agents jumped out real fast and embraced together for not falling down to valley.
Why my bird, obsolete H-34 helicopter would become a Project-Delta trade mark. Just because it was old that didn’t make the H-34 bad “The best helicopter ever made for that ‘mission impossible’ was The H-34”. Remembered Master Sergeant Donald Duncan, instructor STRATA teams leader, He flew few SOG Huey mission, said:” The pilot H.34 sat right on top of that big 32 cylinders radial engine, and when you went in, you at least had some iron between you and them. And it was really rough and tough and rugged. How ‘tough’? “You could blow cylinders out of it and still get yourself home”. Because it was a tall ship, the H.34 could hover against a hill with one wheel and its blade wasn’t as likely to hit as was a Huey’s, allowing it to lift men from steeper slopes. Inside the bottles nosed H.34 were grungy filthy, oily birds, with exposed innards where mechanic crew-chief had cut holes to get easy access to some parts and never bothered to close it up. The H.34 had only one door on the right side, which made it relatively blind on its left, especially to the rear. For armament, a Queen-Bee bird carried a single rusty World War II belt-fed 30 caliber machine gun hung from a bungee cord in the doorway with a thousand rounds stacked in an old can under the gunner’s seat.
After all, this was an excellent infiltration. We took off and lowered the nose smoothly for getting high speed, now we swept quickly into the night. Lt Hue turned the dime light on for enough light according manual book said for suitable our visions.
Now we started worry about gas in the only forward tank, because I had a planning to land at high hard-level, so I did decide order the crew-chief fill up only two tanks instead three tanks. Therefore, I had plenty of time for my anxiety. ”Oh God…might I’m suffering mental distress!” I didn’t have waiting until cruising altitude, careful and smoothly pull back the mixture level to a reference point that I had had mark when warming up the engine on the home ground for saving fuel. We continued climb at 200 feet per minute with low engine power for economic regimes RPM. I glanced down at the all over dark, nothing sparkling in the night. And there was still above DMZ Western Mountain, slithering just below a surface that looked deceptively inviting.
I glanced down at my watch. It was 6:50 PM, but the night was completely covering the earth in the remote mountain area. The instrument warning light on of the center and rear gas tank just been cut off, now we fixed our eyes on the warning light in forward tank, it was residual 600 pounds. Suddenly aircraft bumpy-vibration shake, we couldn’t see anything except the darkness wrapping around. At time, a bright dazzling light with fierce piercing my eyes far away in front of us at a moment and return the complete-darkness and obscuration, simultaneous reflected in my helmet earphone “Chiezz..Chiezzz…Chiezzz”
With my experience as an all weather-pilot, We must fly through this huge thunderstorm cloud with the notorious vulnerable name “Cumulonimbus”, The quantity Fuel 115/145 octane contained in forward tank just endurance 45 minutes more and ‘conk-out’. That’s it! I must have only way keeping constantly heading 145 degree in magnetic compass, altitude at 4.000 feet…can not go up or down, and can not deviate right or left, for save gas consummation.
In the darkness, I can hear some rain-drops beating so hard in front our windshield. Ahead of me abrupt glaring light bright-up, and right in this moment my earphones in my helmet hissed: Chiezz chiezz .. .chiezz and everything in ‘tic-tac’ recovering back in the horrible darkness. Now it seemed to me, we were in the mass of body-water pouring on top of my bird that was too old so water can come through, now we are getting wet, all flying suit soaking with water but I didn’t feel cold at all. I heard the sound of engine so different noisy, the exhaust flashing flame blue and brazen. The four flexible blades above were spinning faster or lower? Some abrupt up-drafts then down- drafts, suddenly the bird seemed to quit, her nose swung down to right, I was afraid the heavy torque could cause tail rotor come-out; I eased back on the airspeed to reduce the risk of blade-stall. All instruments in the panel spun around on the most of both horizon artificial, the gyro-compass rotated, I couldn’t see the number steady appeared; altimeter go up then down 500 feet per minute. As a Delta Force pilot, though having so many experiences, but in this time the engine lost power that flashed into my mind terrified me. Now I must concentrated for the basic instrument flying procedures, I neglected all instruments performed by the gyros and focus only on the instruments less influenced by static magnetic caused by bad weather. The ‘ball and needle’ that I frequently crossed check, the heading synchronize by ADF needle to Hue province air radio station and correct-adjusted altitude with very smooth maneuver coordinated with air- speed by eased collective pitch slightly up and down.
I needed a limited point of reference or the darkness would just overwhelm me. And still, there was no way to know when it was all going to end. So, even though I was trying to convince myself not to scare about it, but these images of endless…would continue to ambush my mind.
At this time, I knew that I was no longer invincible. I could feel my heart thumping in my chest. In the space of few minutes, I had gone from feeling as indestructible as my humming-bird in a strong velocity. Things were going to terrible. Actually, I had flown with partial instruments.
(In this moment of inspiration, I recalled: John Paul Vann was died by crashing in the likewise status ‘vertigo’ to disorientation, due to “blade-stall” in the same occasion of us). I was beginning to feel cold, too much blood concentrated on my head, I was not a superman, my lip became dry and bitter, my throat so dry; again the water can infiltrate to the cockpit, wetting my flying suit. I may have a fever, feeling cold and hot mixing at the same time. I can feel the passage of sweat through out the pores from my backbone and forehead.
The bird was still terrible shaken, bumping and twisting, I afraid the rotors should saying good by and by? The most down-draft causing the aircraft nose turn back, I so worried these repeated-circumstances; if I flown a fix wing aircraft, the risky will less than rotating wing which was vulnerable in blade-stall at high and low speed as well. However, I tried to keep still patiently, frequently cross-check the crucial instruments on panel such as: altitude, airspeed, and the heading (ADF needle).
The engine drowning normally, the bird became level stabilized with few light-oscillations. We hoped through out of the thunderstorm cloud. How can we see outside for estimating our position, just the darkness wrapped around us with the dim lights from instrument panel and bright dazzling light from exhausted. But earphones in my helmet, occasionally hissed “Chiezzz..Chiezz…Chiezzz. We couldn’t see the glaring light in front at all, that means: was the Cumulonimbus behind of us?
I had just recovery to comfortable status. Now the fuel-empty-obsession turned on in my mind, not only me but Hue as well, our eyes always fixed at low fuel warning light come-on. We had about 300 pounds of fuel now; if the warning light come-on we can fly maximum of 20 minutes with this quantity of fuel, we can fly to Khe Sanh. I must make a decision right now. Anyhow I must maintain this altitude 4,000 feet for avoiding any unanticipated crests mountain underneath and deviated to heading 140 degree for closer ashore of Ai-Tu Airfield, Quang Tri, at least far away from mountain area for less danger in case emergency. I was still wondered whether landing at Ai Tu for refill or to Khe Sanh for relax? Because I actual didn’t know where we are in the darkness with light rain, but I did estimated that below was the annexation of Ho Chi Minh Trail system narrow camouflage by the triple jungle canopies bypass designed to keep supplies moving south by simple conveyances as bicycles.
In the obscuration, I imagined our helicopter H.34 settled onto the tarmac a dense cloud of fog enveloped our bird like the hand of a giant ghost. The earphones in my helmet, Hue echoed me loud: “having a hole!” maybe Hue saw the oil-lamps of a certain village on the ground, he means I should managed the bird come down through the cloud-hollow for contact flying rule; tomorrow I will brief to him about risky-vulnerable even though in the daytime. The fuel-consummation couldn’t permit us to react like that with brutal maneuvers. And He was ready for check-out for becoming Aircraft-Commander, and flight leader as well. As a Standardization Instructor Pilot, I was planning tomorrow check ride with him some forced landings (autorotation at night under 30 percent moonlight) without landing light, I felt foreknowing he will become an above the best pilots in “my Combined Area Studies Flying-Group” (CIA)
With my own experience in weather, we were cruising at the same altitude at 4.000 feet for a couple minutes, there will everything clear, yet! down there numerous gleaming-light along the sea shore to Quang Tri, Dong Ha, and airfield Ai-Tu, but I made decision heading to Khe Sanh for mission accomplished. I felt so much comfortable now, even if the low fuel warning light come on We were still plenty time reaching to Khe Sanh. All we are feeling so happy!
In the fresh clear air, I took a last cigarette in my upper flying suit pocket, slowly light it up and enjoyed, trying to let everything behind...
” Hue, you got the control!” I saying
(More than four decades later, now I remembered to recall in the past: Lieutenant Hung got hit by ground fire 88 holes, Lt Khoi got 53 holes, Lt Hue got 47, and myself got 21, but luckily all were A.K47 bullets; the price that we paid because we must save our reconnaissance Teams due to the heretical unit name:” C.A.S Flight Group”… out in the hand of enemy. Says Major Scotty Crerar: “Neither impossible ground fire nor un-flyable-weather stopped Cowboy (mine) and Mustachio, (Lt Hung) dozen of SOG men survived purely because “can’t” was not in these pilots, “vocabularies” They were absolutely fearless”. And some SOG men said “It was really rough and tough and rugged “how tough?” You could blow cylinders out of it and still get yourself home!” Sadly, one thing extraordinary happened that it was 100% we got killed because the bad weather, none from enemy with combat bullets. And the images of “Helicopter H.34 Queen-Bee” pilots Missing In Action that flashed into my mind terrified me and I couldn’t hold my tear shed out “because they were died but I was still survive”, including Master Sergeant Ralph-Reno, Staff Sergeant Donald Fawcett and Officer Operation, Captain Edwin- Mc-Namaras
In the year 2.004, U S Media, the radio had announced the recovery of the full crewmembers-remains of The Vietnamese Air force: Lieutenant Long, Lt Tung, and Master Sergeant Lanh. These were all my dear comrades who’d been listed as Missing- In-Action in 1966; the numbers matched up, a total of Three Queen Bees. Yet they would be making that final journey in flag-draped coffins, carried by solemn honors guard of our brothers in arms. No, it wouldn’t be easy at all. They were buried with military honors at Arlington-Cemetery. Yet as I listened to that song, I mourned our lost comrades who would help me remember the lightest moments of the darkest hours, and details of each man’s life that I could hold in my memories.
I nodded and thanked them silently. Now my last salute to theirs final resting place in a clearing surrounded by maple and pine trees.
Alas! We never seem to learn from our forgiveness for what they had done. “Sacrifices often are unappreciated by those who benefit from them”
I was angry about having sacrificed my young to the Wise-Men’s stratagem (American-First) for many years; my war flying experience still remained like a huge undigested lump in the back of my mind. I did not know what to do with it, when someone asked it with my own know-how-concept. If the real power from US administration had kept their promises, Southern Vietnamese might now be enjoying prosperity and democracy similar to what has developed in South Korea, Taiwan, and Thailand. Even now I became a green-fresh US citizen, but still very clear to me that I am not among the self-loathing Americans who notice people in other countries looking to us for leadership and see nothing but neocolonialism and imperialism; I accept the premise that the United States has a legitimate, even inescapable, role to play in the world today)
Suddenly, the warning light of low fuel came on, but I still very patient at 4,000 feet, in front of us gleaming light showed up, I have plenty time to reach Khe Sanh (actual Huong-Hoa county) I easy descent to 2,200 feet, planning over Khe Sanh at 1,700 for safety and spiral steep-approach to landing. Now I saw two parallel bright light joining concurrent together at one point for landing path, I was sure one Dodge 4/4 and one Jeep there. My landing light was never brighter than tonight.
We were in a hurry to wash ours hands, face and go town to take dinner. I saw in the mirror that seemed I had aged somewhat older 10 years more and so ugly. This ‘sweat-game’ made me become bald very soon and one certain day, I will do not have any hair for combing. This town had only one single Route 9, population about 3,000, most people over here were French ‘coffee planters’, but the plantation closed due to the war. William Colby recruited them to travel every few weeks along Route 9 to the quiet village of Tchepone, Laos 30 miles away; despite keeping their eyes peered. The planters brought back little intelligence between infiltration parties were small and crossed Route 9 at night. After 1962 due to less security and too far from Quang Tri province, President Diem dissolved it then become the sheer name on the map “Khe Sanh”.
All the houses neighbored together in both side of Route 9, spreading from East West about half kilometer. One single small restaurant, there were already William Colby, Major Kinh, Capt Phu, Doctor Captain Tri, Lieutenant De and our CAS flight-crewmembers just arrived. We ate steamed rice with chicken fried with onion and hard green pepper very spicy, and drink whisky mark Black and White Cat. Everyone wore black peasant-pajamas dress, with cover hood in the back, material deluxe made from Okinawa, but no one looked-like peasant at
(continued)


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