three weeks, the temporary camp had been completed. It served MABS-16's

Marines for more than two months until a more permanent-and more livablecantonment was constructed on the opposite side of the airfield.

Phase II involved construction of a second camp that, while still expeditionary

in nature, was more suited to protect the Marines from the monsoon rains that would

soon be upon them. Construction of this camp took about 11 weeks to complete. The

work was done by the engineer platoon with 1 officer and 21 enlisted Marines,

augmented by 21 additional carpenters from the 1st Marine Aircraft Wing. Plans were

drawn up to build the camp above ground, as it was anticipated that the entire area

would be under water when the monsoon season began in the early summer. An area

of approximately eight acres, which was relatively flat and free of vegetation and also

in close proximity to the airfield, was selected as the site for the camp.

The squadron mess hall was located in one of the existing structures that had been rehabilitated by the engineers. Notice that it

was built up offof the ground to prevent flooding during the monsoon season.

Three buildings, all in extremely poor states of repair, existed in the area

chosen for the camp. During Phase II of the construction, these buildings were

renovated and put into service. The first was designated as the camp's future mess

hall. Renovation began with the removal of all internal partitions and the screening

of all windows. Storage areas were constructed on both ends of the building by

14
extending the existing decks and enclosing them. The second building was

rehabilitated and turned into office space. It housed the sick bay, post office,

exchange, squadron office, communications switchboard, and the motor transport

office. A dry stores warehouse was also located in this building. The third building

was given to Air America for its office spaces.

Strong back tents were erected in the permanent camp, which was built entirely off the ground to protect it from flooding during the

monsoon season. The author is pictured in the authorized "uniform of the day, n cutoff utilities, combat boots - rubber boots were

substituted during the monsoon season - and tee shirts.

Five large platforms, roughly four feet off the ground, were erected in the

main camp area. The platforms sat on approximately 800 posts placed at eight-foot

intervals and sunk into the ground to a depth of 30 inches. The two largest platforms

were 258 feet in length and 40 feet wide. Each could accommodate 13 strongbacked general purpose tents. The strong-backed general purpose tents were

constructed in a manner that allowed all of the sides to be rolled up when the

weather permitted. This allowed fresh air and breezes to flow through the tents. To

keep out bugs and other undesirable critters, splashboards 15 inches in height were

placed around each strong-backed tent from the deck up and the remainder of the

frame up to the roof of the tent was screened in.

The third and fourth platforms were 100 feet long by 40 feet wide. One of

these accommodated five strong-backed general purpose tents. The camp's laundry

15
and bath unit were placed on the other. The final platform measured 48 feet by 40

feet and was built to accommodate two corrugated roofed buildings of 20 feet by 22

feet. Inside of each of these buildings, a strong-backed command post tent was

erected. These two buildings were joined together and served as the squadron's

command center.

During the monsoon rains, the ground below the elevated cantonment was frequently flooded. The rehabilitated original building

on the left housed the squadron's administration offices. On the right are strong back billeting tents.

A 31-foot by 15-foot wash house was also constructed and could

accommodate up to 40 Marines at a time. Running water was provided from an

adjacent 15-foot by 15-foot tower built 10 feet off the ground and holding a 3,000-

gallon water tank. From this tank, two-inch pipes carried the water into the wash

house to individual faucets that terminated at each of the 40 washing stations.

Individual racks were constructed into which each Marine could place his helmet

that served as his sink. Behind the billeting area, several heads were constructed.

All of the platforms and the heads were connected by five-foot-wide walkways, each

of which had a removable section to allow emergency (fire or ambulance) vehicles

to drive through the camp.

Approximately 250,000 board feet of lumber, all rough mahogany, was used

in constructing the camp. In addition, 600 pieces of corrugated tin, 150 rolls of

screen, and 60 kegs of nails were used. All of this was purchased locally at a cost of

approximately $22,000. The permanent cantonment was ready and occupied before

the summer rains began. Even without the rain, the slight elevation, wooden

flooring, and screened-in billets were a welcome change from living on the ground

with the tent flaps always down.

16
Marine Air Base Squadron-16 deployed with 44 pieces of rolling stock, which

included, among other things, six M-211 s (two-and-one-half-ton trucks), five M38A1s (quarter-ton trucks), 10 M-7s (water trailers), two MB-5s (aviation

crash/rescue fire trucks), and one 0-4 (crawler tractor with dozer blade). Given the

extremes of both the dry and the rainy seasons, all rolling stock required special

care. During the dry season, the roads were covered with a fine powdery dust to a

depth of two to three inches, which required changing the oil in the air cleaners

twice a week and lubricating all vehicles weekly. During the rainy season,

particularly in August and September, all vehicles traveled or stood in water, often

above their axles. To keep them operational, they were lubricated twice a week.

Despite close attention to these problems, many drive shaft universals, wheel

bearings, and brake cylinders and linings required replacement at the end of the

monsoon season in October. The generators' radiators rusted and gummed up more

frequently than the radiators of the vehicles and required frequent flushing to

prevent overheating.23

The food service throughout the deployment was exceptional. After only 10

days on "C" rations, a galley was established in a fly tent, and three general purpose

tents were outfitted to serve as the dining hall. Packaged Operational "B" rations

with a fresh food supplement were served initially. Soon thereafter, fresh food

substitutions for the "B" rations became available through the Navy commissary in

Bangkok. Dry stores were transported from Bangkok by rail, and fresh food arrived

in Udorn on MABS-16's R4D-8. On 29 April, the engineers completed work on the

abandoned building that had been designated as the squadron mess hall, and it

opened for business. Complete with refrigeration, storage space, galley, mess deck,

and a dry stores warehouse, this new mess hall, operated by a mess management

chief, six cooks, one baker and, after early May, several indigenous mess men,

served three excellent meals daily for the duration of the operation.

The acquisition of water and ice proved to be a unique, but not

insurmountable, problem for the deployed force. Filtered, not potable, water was

used in the camp's showers and laundry. Although not suitable for drinking, it was

available in unlimited supply and was inexpensive to purchase. The utilities section

purchased it from the town of Udorn.

To provide water suitable for drinking, a water point was established at the

edge of a pond about three-quarters of a mile from the camp. Unlimited amounts of

water were available. Water from the pond was processed into potable water and

distributed to the mess hall and the many "water buffalos"-400-gallon water

trailers-that were sited throughout the camp. Marine Air Base Squadron-16 did not

lack for water at any time during its stay in Thailand.

17

Logistics
The mess hall, which used a fairly large amount of ice for its daily operations,

required special consideration. Locally produced ice could not be used because it

was made from unpurified water. After several visits to the local ice house, the

Marines were successful in acquiring three large ice freezing cans on a temporary

basis. These cans were taken back to the camp, where they were scrubbed,

chlorinated, marked with an identifying paint, and then returned to the ice house

along with a water buffalo containing potable water. The ice freezing cans were filled

and the water was frozen. The Marines reached an agreement with the ice house

staff that the resultant blocks of ice would be sold only to the Marines. Each day, the

Marines purchased at least one block of ice from the ice house. The empty can was

then refilled with potable water and returned to the freezer. When the water buffalo

ran low, it was replaced with a full buffalo towed in from the water point. The process

became routine, the language barrier diminished, and the mess hall was never

without ice to support its operations.

Just before dark on 23 March, MABS-16's tactical airfield fuel dispensing

system arrived at Udorn on 1st Marine Aircraft Wing aircraft. Before noon the

following day, a 20,000-gallon system was installed and civilian contractors were

filling it with aviation gasoline from tank trucks. On 2 April, a second 20,000-gallon

system was installed and filled with JP-4 aviation fuel. These systems were

maintained and operated day and night, seven days a week, by one staff sergeant,

two corporals, and three lance corporals. The service that they provided during

Operation Millpond was nothing short of outstanding.

To provide fuel to locations away from the Udorn airfield-which allowed the

Air America pilots to refuel their aircraft without having to return to Udorn-the

Marines began filling 55-gallon drums with aviation gas and having them airlifted to

remote sites. On some days, as many as 200 drums were filled and airlifted to the

alternate refueling sites. Over time, the Marines accumulated 2,000 drums (55-

gallon) to meet their requirement to support the remote fueling sites.24

The first flight into the airfield at Udorn on 23 March carried two Navy corpsmen,

a field ambulance, and emergency sick-call supplies and equipment. This initial

contingent was followed later the same day by a medical officer and a third corpsman.

By the third day of the deployment, the medical staff had its full complement of eight

corpsmen and one medical officer and its medical block, which was capable of

supporting 500 men in the field for 30 days. Initially, sick call was conducted out of the

field ambulance; however, by 26 March, a general purpose tent had been erected for the

medical staff and, joined by the dental department, they opened for business. Although

slightly cramped and dusty, the tent proved adequate, and the medical officer and

corpsmen made it their place of business for a month and a half.

18

Medical Support
By early May, the engineer detachment had rehabilitated the second of the

three buildings located in the new cantonment area, and on 8 May, the medical

officer and his corpsmen moved into their new space at the permanent camp site. It

was roofed, screened in, and well lighted, and it provided sanitary conditions

adequate to allow the doctor to perform minor surgery. The plywood deck was easy

to clean and kept insects from entering the sick bay between the floorboards.

Further improvements included painting, the installation of white cotton sheeting on

the overhead (which reduced the heat and reflected light), and the installation of a

porcelain sink with running water.

Field sanitation, a critically important issue in the tropical environment of

northeast Thailand, was closely monitored by the squadron's medical personnel. The

mess hall was inspected daily. With schistosomiasis, a parasitic disease spread by a

waterborne pathogen, a serious problem in northeast Thailand, the medical

personnel closely monitored the camp's water supply. Their vigilance kept water

supply problems to zero for the entire period of the operation. The heads in the

original camp were inspected and burned out every five to seven days, and in the

permanent camp, the concrete cistern-chemical heads were treated with unslaked

lime twice a week. Insect control, a joint responsibility of the camp police sergeant

and the sick bay personnel, was managed by use of a Todd Insecticidal Fog

Applicator that dispensed a DDT fog in the general camp area on a regular schedule.

Sick call was conducted twice daily. During July, a typical month with 253

military personnel on board, 429 out-patient visits were made to the dispensary.

Among the medical problems treated were 43 cases of diarrhea and digestive tract

infections; 64 diseases of the eye, ear, nose, and throat; 17 acute respiratory

infections; 133 dermatological problems; 2 injuries; 30 surgical conditions; and 8

cases of venereal disease.

The medical staff encountered few serious problems during the operation.

Some of the more serious medical problems diagnosed and treated during the

deployment included eight cases of malaria, three minor fractures, two burn cases

(one requiring emergency hospitalization), one snake bite (a bamboo snake-not

serious) and two scorpion stings, eight cases of heat exhaustion (all in the early

weeks of the operation), and 37 cases of venereal disease.

Marines contracting a venereal disease were treated, usually with procaine

penicillin or chloromycetin. In addition, they were placed on 14 days medical

restriction and were counseled by the commanding officer. The prostitute involved

was identified, and local authorities ensured that she visited the local public health

clinic (supported by UNICEF funds) for diagnosis and treatment.

19
The Communications Section was made up of personnel and equipment

drawn from the Communications Company, 3d Marine Division, Marine Aircraft

Group-16, and Headquarters &Headquarters Squadron-1, 1st Marine Aircraft Wing.

Its mission was twofold: to provide internal communications within the MABS-16

cantonment, and to provide voice and teletype radio communications to MABS-16's

higher echelons of command.

To satisfy the first requirement, MABS-16 deployed with 44 EE-8 batterypowered field telephones, one SB-86 switchboard, and one SB-22 switchboard. As

with the field phones, both switchboards were "field equipment" and were battery

operated. Internal communications were quickly established throughout the initial

base camp, with additional lines being run as additional tents were erected and

occupied. Concurrent with the construction of the more permanent cantonment,

plans were developed to provide it with telephone service. As soon as the second of

the three preexisting buildings was rehabilitated by the engineers, the SB-86

switchboard was installed alongside of the MABS-16 offices, the sick bay, motor

transport, and material offices. Lines were quickly run to all offices and other work

spaces, the flight line, and some of the billeting tents, and internal communications

The communications center was established in a permanent structure outside of the main camp. The wires in the foreground held

up a pole that provided elevation to the radio's antenna.

20

Communications
were established. This system served MABS-16's internal communications needs

until the squadron departed in late October. Prior to passing the telephone

exchange to Air America in October, the Marines made several upgrades to the

system. Improvements included replacing the military "slash wire" that connected

each telephone to the main switchboard with WD-11 0 wire, running all lines

overhead, converting to a central battery system, and substituting Air America's

desk phones for the Marines' military EE-8s.

The message center Marines and technicians who ran and maintained the MABS-16 communications center, which is in the rear

of the photograph. (The author is third from the right in the front row.)

In satisfying the second element of its mission, the communications section

provided the link between MABS-16 at Udorn and its supporting organizations on

Okinawa and at the Marine Corps Air Station, Iwakuni, on the island of Kyushu, Japan.

In support of MABS-16's external communications requirements, two major circuits were

maintained throughout the deployment. The first, which began operations on 23 March,

was between Udorn and Bangkok.25 This circuit employed the ANITRC-75 transmitterreceiver (the state-of-the-art radio transmitter-receiver at the time), with supporting TI-4s

and AN/GGC-3 teletype machines. The AN/GGC-3 teletype machine employed a paper

tape that was perforated each time a key on the keyboard was depressed. Complete

messages were drafted on these paper tapes. Then, employing a one-time encrypting

tape that was duplicated on the receiving end of the circuit, the message was

transmitted in encrypted form. The circuit was operational from 23 March and was

21
capable of transmitting voice, Morse code, and teletype signals. The second circuit

linked MABS-16 at Udorn with the Naval Communications Facility in the Philippines

(NavComPacPhil). On the Udorn end of this circuit, the Marines employed a

Commander in Chief, Pacific Fleet (CinCPacFlt) Communications Contingency Package,

provided to MABS-16 specifically to facilitate external communications. Capable of both

voice and teletype communications, this circuit was established on 8 April and was fully

operational by 15 April.

High temperatures, poor signals, and mediocre antennas plagued

communications on the Udorn-Bangkok circuit, and teletype incompatibility

frustrated communications on the Udorn-NavComPacPhil circuit in the early days

of the deployment. Signals improved markedly on the Udorn-Bangkok circuit after

much experimentation with long-wire antennas cut specifically to frequency length,

which were employed at Udorn, and the installation of a 35-foot fiberglass antenna

to the ANITRC-75 on the Bangkok end of the circuit. The teletype incompatibility

problem on the Udorn-NavComPacPhil circuit was quickly resolved. With minor

exceptions, both circuits enjoyed "five by five" communications for the duration of

the deployment.

An ANffRC-75 transmitter-receiver was set up outside of the communications center. The poles in the background supported the

long-wire antennas that attached to the radio.

22
Not much could be done about the weather. Early in the deployment, the

communications center was moved outside of the main camp and into a small

wooden garage with a cement floor. This provided a cleaner environment for the

communications equipment and allowed fans to be installed that somewhat

mitigated the heat, much to the delight of the communications center Marines and

their equipment. Two general purpose tents were erected adjacent to the garage

where a radio, teletype, switchboard, and telephone maintenance shop was

established. As the communications circuits were maintained 24 hours a day, a

small billeting area was also established in the tents for Marines to use between

communications center watches.

During their periods of operation, which ran from 23 March to 26 October,

both circuits serviced considerable amounts of traffic. On the Udorn end on the

Udorn-Bangkok circuit, 984 encrypted radio-teletype messages were sent and

2,991 were received. On the Udorn side of the Udorn-NavComPacPhil net, 1,919

encrypted radio-teletype messages were sent and 1,290 were received. 26

The morale of the squadron's Marines was excellent throughout the

deployment. It was sustained in part by the knowledge that the Marines were

deployed on an actual operational mission. Superb mail service throughout the

deployment also contributed to the high morale. The MABS-16 fleet post office

address did not change, so mail was never interrupted. Mail was delivered at least

Marine aircraft visited the squadron at least twice weekly bringing mail, repair parts, and other needed supplies.

23

Morale, Welfare, and People-to-People Programs
twice a week on the normal courier flights from MCAF Futema, Okinawa. Frequently,

other flights would stop by Futema and pick up mail waiting to be delivered. A post

exchange was established on 27 March, less than a week after the Marines began

arriving at Udorn. Initially stocked only with necessities, its merchandise expanded

considerably when it moved into a larger space in the permanent camp in late April.

As the deployment matured and a more normal routine evolved, the Marines

constructed a volleyball court, horseshoe pits, and two softball fields, and an

organized athletics program emerged.

In late May, after all of the squadron's personnel had moved to the permanent

camp, the Western Pacific Armed Forces Film Exchange began providing MABS-16

with five or six movies each week. Free popcorn was provided, and the movies,

which were shown in the mess hall, soon became the main source of evening

entertainment. Three additional strong backed tents erected on a platform

constructed from leftover materials served as the special service area. One tent was

used for beverage sales-both soft drinks and beer could be purchased-and as a

lounge area; a second housed a ping pong table, a reading area, and a barber shop.

The third was equipped with a rostrum for religious services.

PFC Bruce Powell, a communications center Marine, on a balcony overlooking the center of Udorn, Thailand. Roads ran in all

directions, including to the Laotian border and on to Vientiane.

After about 10 days, the command initiated a liberty program for the deployed

Marines. Liberty was limited to 100 Marines at a time; more than that number, it was

determined, would overwhelm the town. As a security measure, Marines of all

grades were issued liberty cards, and whenever a Marine was late over liberty, the

24
PFC Bruce Powell and the author in the driver's seats of sam los, the three-wheeled bicycles that were the Marines' main

transportation between their camp and liberty in the town of Udorn.

Udorn police would turn out every officer on its force to find him. Travel to and from

town, about three miles distant from the camp, was by a sam 10, a three-wheeled

bicycle rickshaw peddled by a man in the front with up to two passengers seated in

the back. The cost of a one-way trip was three to five baht. (The exchange rate

during the Marines' stay in northeast Thailand remained steady at 20 baht to one

U.S. dollar.) The only real bar in town was owned by a Thai army lieutenant who

spoke English and was also the chief of police. It received a considerable amount of

the Marines' business. Several restaurants were available where a liter of Thai beer

could be purchased for seven baht, and a very large plate of beef or chicken fried

rice-very spicy---eould be had for the same price. The local Thai citizenry were

welcoming and friendly, and the Marines reciprocated. There were no adverse

incidents for the duration of the deployment.

One-to three-day rest and recreation trips to Bangkok began in May. Marines

traveled "space available" on the assigned R4D-8 or a Marine Corps DC-3, the latter

aircraft often being piloted by a chief warrant officer and a master sergeant. A small

bus, operated by the Joint United States Military Assistance Group, brought the

vacationing Marines from the Don Muang Airport to downtown Bangkok. The

centrally located Metropole Hotel, where a double occupancy room with a good bed

and air conditioning was available for five dollars, received most of the R&R

25
This statue of a sitting Buddha greeted visitors as they entered the Marble Palace in Bangkok. The floors were made of highly

polished marble imported from Italy.

business. Meals and drinks were similarly inexpensive. A good steak or lobster

dinner at any of the many excellent restaurants cost between $1.50 and $2.00.

Drinks were about $1.00 apiece. Cab drivers doubled as tour guides and for a very

reasonable price would take Marines on tours of the city that included stops at

several of the many beautiful Thai temples. For Marines who had saved some of

their money, any of the many jewelry stores would make rings and other items in 24

hours. Black star sapphires were a favorite and were within the financial reach of

nearly every Marine who wanted one. In 1961 the cost of two days in Bangkok was

not beyond the reach of even the most junior enlisted Marine, and many took

advantage of the opportunity to see one of Southeast Asia's most beautiful and

modern cities.

A vibrant and successful people-to-people program received its start from the

invitation of a local Udorn basketball team to the Marines to play an exhibition game

on public courts in town. This initial game quickly developed into a nightly affair, with

several Thai teams shOWing up to play and crowds of spectators frequently

numbering as many as 2,000 people coming to watch. In late summer, the city

sponsored a basketball tournament, with several Marine and local Thai teams

participating. After several playoff rounds, the Marine Aircraft Tactical Unit-1 Marines

26
Klongs (canals) run throughout the city ofBangkok. They carry off the monsoon rains and provide a watercourse for farmers to

bring their vegetables and fruits from the countryside to sell to the city dwellers in "floating markets, n located throughout the city.

emerged victorious. They were awarded a large silver trophy, which was suitably

engraved and as of this writing resides in the MAG-16 trophy case.

In addition to the sports activities, the Marines undertook several projects to

assist the local mission church and Catholic school. Through contributions collected

at the MABS-16 camp, the Marines purchased materials and a local American

contractor laid a concrete floor in the church. Several Marines volunteered to

instruct evening English classes, and several were invited to visit the Udorn

Teachers College for Sunday afternoon meetings with the college's English classes.

The aircraft and flight line maintenance Marines quickly adjusted to the rigors

of their assignments. While remaining cognizant of their longer-term mission of

training Air America personnel in aircraft maintenance and flight-line operations,

they also knew that their immediate goal was to keep the maximum number of Air

America aircraft in the air. During April, the first full month of operations, they

managed to keep an aircraft availability average of 18.16 for their 19 HUS-1 aircraft.

27

Aircraft and Line Maintenance Operations
AirAmerica helicopters returning from a mission in Laos. Notice that there are no markings on the helicopters.

Flight operations totaled 1,934.5 flight hours, for an average of 106.5 hours of flying

time per helicopter. In May, they averaged an aircraft availability of 18.6 HUS-1s,

which flew for a total of 1,750 hours.

The high availability rates were not achieved without much hard work on the

part of the maintenance and flight-line crews and included many major repairs and

the replacement of major components to the aircraft. During these initial two months

of operation, the maintenance crews conducted 24 periodic calendar inspections,

19 engine build-Up replacements, 5 main transmission changes, 8 major rotor

changes, and 76 other component changes. The maintenance crews also repaired

structural damage caused by 73 bullet strikes to the aircraft. The avionics shop

serviced 115 major end items of helicopter equipment. With operational

requirements demanding the maximum availability of aircraft, work was extended

into the evenings, particularly on the flight line, where the Marines made concerted

efforts to correct all of each aircraft's discrepancies prior to morning.

While June witnessed a significant decrease in battle damage, it was

becoming increasingly more costly in maintenance hours and effort to keep Air

America's overworked aircraft in the air. The maintenance problems were

exacerbated by the frequent shortage of critical spare parts. During June, 60

28
aircraft-days were lost while awaiting parts. There was a solution to this problem, but

it was not without cost. The number of aircraft grounded as a result of the lack of

spares could be appreciably reduced by switching parts between aircraft. However,

this practice added significantly to the maintenance work load measured in the

increased hours required to take parts off one aircraft and put them on another.

Nonetheless, in June, the Marines exchanged between aircraft eight tail rotor

assemblies, two main rotors, two engine packages, and numerous other items such

as carburetors, inverters and instruments. While this practice kept more aircraft in

the air, it represented a considerably increased workload that had to be carried by

the understaffed maintenance department.

A review of the spares resupply process found that the Air America stock

levels at Don Muang Airport just outside Bangkok, the source of the maintenance

department's spare parts, were inadequate to meet the requirements of 20

helicopters often flying excessively long hours.27 Further, Air America's spare parts

records cards contained a mix of Navy and Air Force numbers, which caused

confusion when Air America entered the Navy supply system at Naval Supply Depot

Yokosuka to order parts. To resolve this problem, the noncommissioned officer in

charge of the Navy Supply Section that was located at Udron with the aircraft

maintenance department traveled to Don Muang Airport to establish a workable

system. His visit resulted in an improved system that forwarded all spare parts

requisitions to Naval Supply Depot Yokouska in Navy language. This improvement,

in turn, speeded up the resupply process and raised Air America's stockage levels

at Don Muang Airport. While the spares levels improved, the maintenance crews at

Udorn continued to be plagued by shortages for the duration of their tours.

Aircraft losses further reduced operational readiness. On 16 June, a HUS-1

made a forced landing on a sandbar in the Mekong River. To bring the helicopter to a

location where it could be repaired, it was pulled through water that reached the level

of the cockpit. The aircraft was repaired, but it was 30 June before it was returned to

Udorn and put back into service. On 18 June, another HUS-1 was seriously

damaged while aborting a landing at an altitude of 4,300 feet. Unable to check his

rate of descent, the pilot settled his helicopter on a steep slope near the landing site.

The helicopter rolled two complete revolutions before coming to a stop. Although

selected items were salvaged, the aircraft was beyond repair and was destroyed.

There was significantly less work in July for the maintenance department

Marines. This development resulted from a month of no battle damage and a

sharply reduced requirement to perform major component changes. Despite this

reduced work load, the maintenance crews kept an average of 16.9 aircraft in the air

for a total of 1,625 flying hours, or an average of 96 hours per aircraft. One aircraft

was lost due to an engine malfunction when the pilot was forced to land in an

inaccessible site and the aircraft could not be recovered. On 23 and 24 July, two C124s brought two HUS-1 s to Udorn as replacements for the aircraft that had been

29
lost. They were quickly assembled and given the requisite test flights. No

discrepancies were found, and the aircraft were immediately placed in operation.

From MABS-16's arrival at the Udorn airfield in late March, Air America

personnel had worked closely with the aircraft maintenance and flight-line Marines to

acquire the knowledge they needed to completely run operations when the Marines

departed. With the end of July near, the 120-day mark-the outside limit of the

Marines's expected stay-was approaching. In a first positive step toward the MABS16 phase-out, Air America on 23 July assumed responsibility for all flight-line

functions. This was a major milestone and a step in the right direction. Marines

retained refueling responsibilities and continued to operate the tactical airfield fuel

dispensing system, and a senior staff noncommissioned officer remained on the

flight line as an advisor and coordinator between flight-line and hangar maintenance.

August proved to be a busy month for the maintenance department. In

response to a Thai request, two Marine HUS-1 s were deployed within Thailand to

relocate the relay stations of a Thai TRC-24 radio relay system. Tragedy struck on

15 August when one of the helicopters crashed and burned in dense jungle just

short of its intended landing site, located at an elevation of 3,000 feet. The crash

killed two passengers in the cabin, and three crew members were seriously injured

as a result of burns. The crew chief also sustained a compound fracture of his lower

left leg. On 28 August, the second helicopter experienced engine failure and was

forced down approximately 150 miles from the Marine base at Udorn. An engine

package, borrowed from Air America, was trucked to the site of the downed aircraft

and installed by MABS-16 Marines, who were assisted by members of the Royal

Thai Air Force. The helicopter returned to Udorn on 2 September.

Concurrently, the Marines and Air America maintenance crews remained

busy supporting operations in Laos. During the month, with an average of 15.3

helicopters available, Air America crews flew a total of 1,569 hours for an average of

102.5 hours per aircraft. A serious in-flight accident that resulted in major fuselage

damage on the port side of a HUS-1 required the replacement of eight square feet

of external "skin" and several supporting ribs in the area around the left pylon, and

an additional 14 square feet of skin and several supporting ribs to repair the outside

of the radio compartment. Lack of spare parts continued to plague the maintenance

crews. Thirty-six aircraft days were lost in the month because the parts to put the

helicopters back into service were not available.

On 8 August, an Air America helicopter was shot down behind enemy lines. The

pilot made an emergency landing with the power on, and the crew escaped. After three

days of evading enemy forces, all crew members were rescued with only minor injuries.

The four helicopters that were involved in the search and rescue effort required

significant metal repairs for damage resulting from enemy small-arms fire.

30
While the Marines continued to perform most of the maintenance functions, the

plan to transfer responsibility for all maintenance to Air America remained on track.

August saw the arrival of 27 new Air America employees, all of whom came with

experience as general aircraft mechanics. They were assigned full time to classroom

instruction during the day to familiarize them with the HUS-1 aircraft and then were

assigned an evening shift on the flight line. Earlier in the month, a Sikorsky factory

representative had arrived to provide technical assistance during the transition. He

served primarily as a classroom instructor for the newly arrived employees. Late in the

month, a tentative agreement was reached with the Air America station manager to

effect the complete transfer of aircraft maintenance responsibilities in late September,

well into the sixth month of the deployment.

Between 1 and 22 September, 15 helicopters on average were available for flight

operations, and a total of 856.1 hours were flown. Battle damage increased somewhat

during this period, with repairs required on seven aircraft. On 4 September, a HUS-1

was extensively damaged making a landing in rough terrain. After being hit by enemy

fire while attempting to land in his primary zone, the pilot diverted to a secondary zone

where his aircraft sustained major fuselage damage when it struck a tree stump. On 9

September, small-arms fire damaged a helicopter's tail rotor, necessitating the removal

and replacement of the complete tail rotor assembly.

The passing of responsibility for aircraft maintenance from the Marines to Air

America accelerated in September. On 5 September, Air America assumed responsibility

for the tool room. Supplies not desired by Air America were made ready for shipment

back to MAG-16 on Okinawa. The following day saw the arrival of 10 additional Air

America mechanics. They immediately began a six-day period of instruction on the HUS1 provided by the Sikorsky technical representative. With Air America personnel

assuming much of the maintenance workload, the Marines began preparations in earnest

for their departure. On 8 September, six enlisted Marines detached and returned to MAG16 on Okinawa. The following day, the MABS-16 maintenance officer was detached.

On 20 September, an Air America representative receipted for all maintenance

equipment and supplies that were to be left behind. All maintenance equipment and

supplies not required by Air America had by this time been inventoried and boxed for

return to MAG-16 on Okinawa. Plans had been made for the orderly detachment of

Marine personnel. At 1630 on 22 September, with a total of 54 personnel assigned to

the maintenance department, Air America assumed all responsibility for aircraft

maintenance. In the avionics shop, where Air America staffing was still inadequate to

sustain operations, three Marines remained to assist and instruct where necessary. By

the beginning of October, six additional civilian avionics employees had arrived. That

brought the total civilian strength to 12, the same number to which the Marines had

staffed the shop. With operations running satisfactorily and only infrequent assistance

required, the Marine avionics personnel were phased out and returned to MAG-16 on

Okinawa on 15 October 1961.28

31
The aircraft maintenance section's Marines were not the only ones planning

for departure from Udorn. By early September, a plan had been finalized for the

complete relief of MABS-16 and the assumption of duties by Air America. The plan

was executed, with departures beginning in September and accelerating in October.

Functions required to maintain operational capability were staffed with the minimum

number of Marines until the very end. Some Marines assigned to the aviation

maintenance section, as noted above, remained until the middle of October.

Communications circuits remained open, and responsibility for the camp's internal

phone system was not passed to Air America until late October. Other Marines

remained, as required, until on 26 October 1961 the last remaining Marines

departed Udorn.

It would not be long, however, before Marines in greater numbers returned to

Thailand. In early 1962, greatly increased fighting broke out in Laos, with the very

real threat that hostilities would spill across the border into Thailand. To ensure the

territorial integrity of Thailand and to block the spread of Communism in Southeast

Asia, the Marines returned to Thailand in Marine Expeditionary Unit strength.

Marine involvement in Southeast Asia had begun in earnest.

1 Unless otherwise noted, the material in this monograph was derived from: MABS-16 (Rein) After

Action Report "Report of Operation Millpond, Udorn, Thailand, March-October 1961, MABS-16

(Rein) dated 2 November 1961," hereafter MABS-16 AAR. This document can be found at the

National Archives, RG127, Box 85, #19.

2 Robert H. Whitlow (Capt. USMCR), U.S. Marines in Vietnam - The Advisory & CombatAssistance

Era, 1954-1964 (Washington: History and Museums Division, Headquarters, U.S. Marine Corps,

1977).

3 Bryan Doody, "Adm. Felt, Gen. Phoumi Confer on Laos," Washington Post, 31 March 1961, A6, and

Edgar E. Clark, "U.S. Marines Fly Laotians Into a Battle," New York Herald Tribune, 7 April 1961,

17.

4 Tactical training for the Laotian Army was still being provided by French advisors.

5 "Laos - Americans at Work," Time, 7 April 1961, 26.

6 Ibid.

7 John Roderick, "Laos Rebels Fire on U.S. Planes," Washington Post, 10 April 1961, A1.

8 MABS-16 AAR, p.1, encl1.

9 Ibid.

32

Epilogue

Endnotes
10 Ibid.

11 "Laos Drops Paratroop Force to Cut Off a Rebel Spearhead," New York Times, 6 April 1961, C9.

12 MABS-16 AAR, p. 3, enc!. 1, and "Americans at Work," Time, 7 April 1961,26.

13 MABS-16 AAR, p. 3, enc!. 1. Page 5 of enclosure 1 states that the helicopters arrived on 28 March.

14 Personal observation by the author. On 6 April 1961 , the New York Times reported that the

helicopters in use in Laos had been "recently delivered by United States Marines." "Laos Drops

Paratroop Force to Cut Off a Rebel Spearhead," New York Times, 6 April 1961, C9. This article

also notes that "transport aircraft" were also delivered "to be piloted by Chinese Nationalists or

American employees of Air America." Although there is no record that these transports were

maintained by the Marines at Udorn, they frequently landed at the Udorn airfield and occasionally

displayed combat damage.

15 The author was then a private first class, telephone-teletype repairman assigned to the Comm.

Det, 3d MarDiv. He arrived on one of the first aircraft to land at Udorn and remained until 18

October 1961, being one of the last Marines to depart.

16 Crosby S. Noyes, "Marines in Thailand Tight-Lipped but Alert," Evening Star, 25 March 1961, 1.

17 Ibid.

18 Ibid.

19 Edgar E. Clark, "U.S. Marines Fly Laotians Into a Battle," New York Herald Tribune, 7 April 1961,

17.

20 "Americans at Work," Time, 7 April 1961, 26.

21 MABS-16 AAR, enc!. 2, p. 1.

22 Ibid.

23 Ibid., enc!. 8, p.3.

24 Ibid., pp. 5-6.

25 Initially, circuits were established between Udorn and the Marine commands on Okinawa and

Iwakuni, Japan. These were soon disestablished in favor of shorter circuits. Message traffic from

Udorn to Bangkok and NavComPacPhil was forwarded to its intended recipients from Bangkok

and the Philippines.

26 MABS-16, AAR, enc!. 7, pp. 2-3.

27 Ibid., enc!. 8, p. 1.

28 Ibid., app. 1, p. 4.

33
7B/OW/jcj

1320.3

Ser: 295

22 March 1961

HEADQUARTERS

3d Merino Division (Rein), FMF

c/o Fleet Post Offico

Scm Frl:'.nci.sco, Cnlifornin

Original Orders

From: Commnnding General

To: IstLt John F. O'BRIEN 075968/2502 US}~

(Hend-qua.rtcrs Battalion)

Subj: Temporary additional duty; Group Trnvcl Orders

Ref: (0.) Pern 8002.2, ~\RCOR~~N

(b) Para 4100, J. T. R.

Encl: (1) Roster of Personnel

1. In ncc)rdnnce with tho auth:>rity contcined in reference

(0.), :>n ar about 22 March 1961 you will take cha.rge of the

personnel listed in enclosuro (1) and report to tho COmIDnnding Officor, Marine Air Base Squadron-16 for temporary ndditi:>nnl duty in connection with Marine Corps matters nnd such

other temporary additional duty as the COEmending Officer of

that Squadron may direct for D. period of about sixteen (16) weeks. Upon completion and when dirocted by proper authority,

you \'1ill return t:> your pa.rent organization nnd resume y':>ur regLll~r duties.

2. This temporary additional duty involves pnrticipation in

field duty es defined in SECNAV Instruction 7220.24A. The

ComrJnnding Officer, Marine Air Base Squndron-16 is requested

to indi.cntc by endorsement hereon the time spent by you nnd

the personnel in your charge in a field duty stctus.

3. You nrc directed to inform your CO~2anding Officer of the

time nnd date of your departure. Upon c~mplcti~n of this tempor~ry additional duty you Will, within twenty-four hours,

report the hour and dote of return to your Commanding Officer.

4. Y~u nrc dirocted to effoct immuniz~tion nnd inoculnti~n

requirements in accordance with BUMED Instruction 6230.lB nnd

to hcvc in your possession your immuniz~tion card ut 0.11 times

during this period of temporary additioncl duty.

5. These ord£rs are designated Group Travel Orders within

the purView of reference (b)_. You aro horeby designated Officer-in-Charge. Should it become necessary for persJID1cl in yJur charge to travel separately, a C0PY of these orders

c,')untcrsig:ned by you will c?nstitute originnl orders for tho

34

Appendix
7B/OW/jcj

1320.3

Sar: 295

22 March 1961

6. If QD emergency leave requirement occurs, you arc cirectcd

to ho.ve the Commanding Officer, Mnrino :.ir Do-so Squo.dr.:m-16

cmte.ct this HeO-dqunrters by message for npproprintion clO-ta

und travel order number fOT ench cnse. Ttis request will contain the individual's name, rank and service number. Five c~pics of orders issued will be sent to t~is HeadquO-rters.

7. Individual equipment and T/o weapons will nccompnny ench

individunL

8. TIxpcnditures incurred under these orders arc chargeable to

appropriation 1711106.2710, 0&MMC-61, TO #1397-61 for travel

prior tJ IJu161 1721106.2710, 0&MMC-62 TO #4-62 for travel ~~bsequ9nt to.36Jun61, OC 022!Off Tvl, 623/Enl Tvl t ELN 85011, ...>l'T 67300, BCi.N 67400, BeN 11031. You nre dircctcc1 to report

to the disbursing officer wi thin scventy-t"lO hours of your

return for financial settlement of these orders. Estimated

cost of per diom is $38.00.

DON;.LD H. 'dBLLER

Copy to;

CO HqBn-5~ DivDisbO; DPI; DivOW-3; DivLoco.tor~ DivPosto.lO~

F I L E

FIRST SNDORSEr.JENT - - - - - - - - - - - - - - - - - - .- - - -

1. These orders constitute original ordors of:

Geor

COUNTERSIGNED:

35
Originais

'6rclers

AMYX, Lindberg ABRAZEK, Ronald G.

BANKERS, Eugene E.

CAMPBELL, Charles L.

ANDERSON, J ume s B.

LITTLE, Larry A.

MORICZ, Raymond J.

BELL, Ferris. L.

BONACCI, Russel P.

BOYER, Robert J.

BUTLER, Warren W.

CECIL, Joseph K.

HOFFI1AN, George R. Jr.

KOHLER, John M.

LARSON, Joey S.

MARSON, John C. III

l'1CINTXBE, Radnull D.

POWELL, Bruce

BANK

GySgt E6

Cpl

Cpl

Cpl

LCpl

LCpl

LCpl

Pfe

Pro

Pro

Pre

Pfo

Pro

pre

Pfc

pro

Pfe

pre

SERNO/MOS

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX xxxxxxx/xxxx

XXXXXXX/XXXX xxxxxxx/xxxx

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

XXXXXXX/XXXX

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ENCLOSURE (1)

36
The device reproduced on the back cover is the oldest military insignia in continuous use in the United States. It first appeared, as

shown here (without the History Division text), on Marine Corps buttons adopted in 1804. With the stars changed to five points, this

device is still in use on Marine Corps buttons.

Layout and design by Vincent J. Martinez, U.S. Marine Corps History Division, Editing & Design.