ANG's Oldest Unit
By Tom Kaminski
Francis S. Gabreski Airport (formerly Suffolk County AFB) in Westhampton Beach, New York, is home to the Air National Guard's 102nd Rescue Squadron (RQS), part of the 106th Rescue Group (RQG). The squadron traces its roots as far back as 1910; however it was officially formed on 15 November 1915 as an unnumbered aviation detachment of the 1st Battalion Signal Corps, New York National Guard. A short time later, the detachment was renamed the First Aero Company. Under the command of Capt Raynal Bolling, flight training began with Curtiss JN-4 "Jennies" at the Mineola Aviation Field on Long Island.
The Punitive Expedition of 1916
The company saw its first activation into federal service on 13 July 1916, being mobilized for aerial patrol along the Mexican Border. Personnel were returned to civilian life on 2 November 1916, having spent the entire mobilization period at Mineola. Two days later, pilots of the company flew the first cross-country formation flight in National Guard history. The flight of seven JN-4s traveled from Mineola to Princeton, New Jersey, returning safely on 20 November 1916.
World War I
Following a U.S. War Department policy decision against assigning any National Guard units to the Allied Expeditionary Forces (AEF) in Europe, the First Aero Company was disbanded on 23 May 1917. During the same month, however, members of the company were formed into the First Reserve Aero Squadron. The commanding officer was Maj Raynal Bolling, who would leave the squadron for service in Europe during June. Following its arrival in France, the squadron was redesignated the 26th Aero Squadron and its personnel and aircraft formed the basis for an aviation school and maintenance unit at Issoudun.
The Roaring Twenties and Depression Era
After the war, a group of veteran pilots initiated the formation of an Aero Club. This group was eventually organized, on 22 March 1921, under the command of Maj Kenneth P. Littauer as the 102nd Squadron, 27th Division Air Service, New York National Guard. Federal recognition was received on 8 August 1921. At the time of formation, the pilots were trained in aerial observation in New York City while flying their aircraft from Mitchel Field in Garden City, Long Island.
The 102nd Squadron was redesignated the 102nd Observation Squadron on 23 January 1923. Later that year, operations were consolidated at Miller Field, New Dorp, Staten Island, and Maj George Vaughan Jr. took command. He remained commanding officer until becoming air officer of the 27th Divisional Staff during 1930. His replacement, Maj Lawrence Brower, was then the sole remaining charter member of the 102nd.
Miller Field was home base for the squadron until its federal activation, just prior to World War II. Members spent their first summer camp under tents at Miller Field. From 1925 through 1931, however, summer camp was held at Pine Plains, Watertown, New York, where the aircrews practiced aerial photography and artillery spotting, among other duties.
The 102nd also supported infantry training in Camp Smith in Peekskill, New York, as well as the Coast Artillery at Fishers Island, near New London, Connecticut. In addition, missions were flown in support of the regular army at nearby Fort Dix, New Jersey. The period also saw the squadron convert to other aircraft, including the Consolidated PT-1, O-17, Douglas O-38, BT-1, and the Curtiss O-11.
During 1936, the 102nd Observation Squadron was consolidated with the reconstituted 102nd Aero Squadron of World War I.
World War II
A call to active duty on 15 October 1940 brought a relocation to Reilly Field, Ft. McClellan, Alabama. The next 12 months saw the squadron operating from Reilly Field and participating in field maneuvers at Lovell Field, Chattanooga, Tennessee, and near Prescott, Arkansas. On 1 September 1941, the 102nd was assigned to the 71st Observation Group. Following the Japanese attack on Pearl Harbor three months later, the unit was assigned to antisubmarine duties and temporarily based at Morrow Field, California.
Redesignated the 102nd Observation Squadron (Light) on 13 January 1942, the squadron was reassigned to the 69th Observation Group. Equipment at that time consisted of Douglas O-46s, North American 0-47s, Stinson 0-49s, Curtiss 0-52s, and Piper L-4s. During June 1942, the squadron relocated to Ontario Observation Airdrome, California, and on 3 July, its designation reverted to 102nd Observation Squadron.
The squadron was temporarily detached to Laurel Army Air Base, Mississippi, during November 1942, providing aerial support for the 31st Infantry Division. This became a permanent assignment on 9 December 1942. This assignment was short lived however, as three months later the squadron was supporting the Third Army from a new home in Esler Field, Alexandria, Louisiana.
Another redesignation came on 1 April 1943, with the unit becoming the 102nd Reconnaissance Squadron (Bombardment) under the 69th Reconnaissance Group. In mid-September, the 102nd departed Esler Field for Abilene Army Air Field, Texas, for a temporary stay that would last over a year until 12 November 1943. The 102nd now became a Tactical Reconnaissance Squadron and the 69th a Tactical Reconnaissance Group on 21 August 1943.
Reassignment to the 76th TRG came on 20 September, and relocation back to Esler AAF as a permanent base followed on 13 November 1944. Training with Army ground units continued throughout the southern states while the aircrews flew a succession of aircraft types: the Stinson L-5, Douglas A-20, North American B-25, Bell P-39, and Curtiss P-40. On 15 April 1944, the personnel were reassigned to the 2nd Air Commando Group and the unit was disbanded.
The Cold War
More than a year later - on 21 June 1945 - the 102nd Tactical Reconnaissance Squadron (TRS) was reconstituted on the inactive list. Reassignment to the New York National Guard, as the 102nd Bombardment Squadron (Light) took place on 24 May 1946. On the same day, the 102nd was assigned to the 106th Bombardment Group (BG), which had been established and allotted to the New York National Guard.
History of the 106th
The history of the 106th is actually traced to 5 March 1943, when it was established as the 394th Bombardment Group (Medium) at MacDill Field, Florida. It operated the Martin B-26 Marauder from Ardmore AAF, Oklahoma, and Kellogg Field, Michigan, prior to deploying to England in February 1944.
Assigned to the Ninth Air Force, and stationed at Boreham Airfield in Chelmsford, Essex, the group flew its first combat sortie on 23 March 1944. Combat missions were flown from until August, when the 394th relocated to the Continent.
Operations were flown from airfields throughout France, Holland, and finally, during September 1945, the German homeland, as part of the Army of Occupation. September 1945 saw the group convert to the Douglas A-26 Invader, while December brought the redesignation 394th Bombardment Group (Light). During February 1946, the 394th was transferred, on paper, back to the states. It was deactivated on 31 March 1946.
During 1991 ceremonies the 394th Bombardment Group (Medium) was presented with the French Croix de Guerre with Palm by the Government of France for participating in over 2,500 sorties and contributing to the Allied victory.
In preparing for the re-establishment of a post-war National Guard air arm, the Army Air Corps decided to assign flying Groups with outstanding combat records to the National Guard rather than disbanding them. Subsequently, the 394th was transferred to the New York National Guard, it was however renumbered the 106th Bombardment Group. This due to the same policy that established the original National Guard squadrons. Assigned to the 106th were the 102nd Bombardment Squadron (Light) and the 114th BS(L).
The Brooklyn Air Force
The 102nd BS(L) was authorized to reorganize on 1 January 1947, and received federal recognition on 20 February 1947. Now assigned to the 106th BG(L), the squadron was stationed at Mitchel Field, the place of its origin in 1915. While at Mitchell Field the squadron flew the Douglas B26B/C Invader.
Shortly after the Air Force was formed in November of 1947, the group and its units were relocated to Floyd Bennett Field in Brooklyn during January 1948. Peacetime operations continued from Brooklyn until 1 March 1951 when another call to active duty came. That month the squadron relocated to March AFB, California, and was subsequently redesignated the 102nd BS(M) on 1 May. Conversion to the new Boeing B-29A Superfortress began and 16 June saw the 106th BG(L) redesignated the 106th Bomb Wing (Medium) under the Strategic Air Command (SAC).
The 102nd continued operations under SAC until the 106th was redesignated the 320th Bomb Wing (BW) Medium (M) on 16 June 1952. Six months later on 1 December 1952 the squadron was returned to state control and again designated the 102nd BS(L), under the 106th BG. Home again in Brooklyn, home of the World Champion Brooklyn Dodgers members of the 102nd reacquainted themselves with the Douglas B-26B/Cs, which remained their primary aircraft until 1957.
During 1957 aircrews strapped on Lockheed F-94Bs and entered the jet age, albeit for a short stay, becoming the 102nd Fighter Interceptor Squadron (FIS) on 15 June. It was back to "recips," however, during 1958 when Fairchild MC-119Js were assigned. The unit was designated the 102nd Aeromedical Transport Squadron (light) on 15 September 1958, while the Group became the 106th Aeromedical Transport Group (ATG).
The first worldwide mission arrived in January 1963, when the squadron was assigned Boeing C-97G Stratofreighters. Along with the new aircraft came the title 102nd Air Transport Squadron (Heavy). The squadron carried this title until becoming the 102nd Military Airlift Squadron (MAS) in 1966.
Southeast Asia
As the tempo of the war heated up in Vietnam the Air Force required the carrying capacity of the huge C-97s. The unit carried out 57 missions to South Vietnam as well as other world wide locations during this period.
Changing Missions and the Postal Strike
On 1 May 1969 the unit again changed its mission, becoming the 102nd Air Refueling Squadron (ARS) under the 106th Air Refueling Group (ARG). Along with the new designation and mission came another aircraft, the Boeing KC-97L.
During a short-lived postal workers strike in New York City, President Richard M. Nixon activated the unit on active duty for several days to ensure continued delivery of the mail. This proved to be the first and in many cases only active duty served by many members, and it also gave them eligibility for veterans benefits. The strike lasted eight days and led to the Postal Reorganization Act of 1970.
Air Hampton
Following a decision to close Floyd Bennett Field the unit moved to its present home at Suffolk County Airport (since named Francis S. Gabreski Airport). The airport had been constructed in the sandy pine barrens during World War II and had served as Suffolk County Air Force Base until 1969 when it was closed. The County of Suffolk obtained title to the airport and has since leased half of the facilities to the National Guard Bureau.
The 102nd ARS and the 106th ARG left the Military Airlift Command (MAC) on 6 June 1972, returning to the Aerospace Defense Command as the 102nd Fighter Interceptor Squadron and the 106th Fighter Interceptor Group. This change returned the squadron to jets in the form of the supersonic Convair F-102A Delta Dagger. The unit mission was control of the sky along the northeast coast of the United States.
Air Rescue
On 14 June 1975 the unit again changed missions, returning to the Military Airlift Command, and exchanging its "Deuces" for the Lockheed C-130H/P "Hercules" and the Sikorsky HH-3E "Jolly Green Giant." The designations 102nd Aerospace Rescue and Recovery Squadron (ARRS) and 106th Aerospace Rescue and Recovery Group (ARRG) were assigned. A later redesignation shortened this to Air Rescue Squadron and Air Rescue Group, and a further redesignation in 1995 changed it to 102nd Rescue Group and the 106th Rescue Wing (RW).
Due to the unit's location at the eastern end of Long Island on the Atlantic Ocean, as well as the fact that many of their peacetime missions involving water rescue, many people assume that the sole mission of the 102nd is that of search and rescue (SAR). While this is a secondary role, the main mission is that of combat search and rescue (CSAR).
The rescue of downed aircrew from a hostile environment is the 102nd's raison d'etre.
During the Vietnam war and, more recently, the Gulf war, these missions called for the rescue forces to transit several hundred miles into hostile territory, being refueled enroute by the Hercules tanker. Normally, an HC-130 operates as an airborne command post, while escort for the helicopters is provided by A-10A "Sandys." The Sandys also provide air support, protecting downed aircrew from enemy ground troops. The HH-60Gs operate in pairs, with one aircraft moving in to make the pickup while the other aircraft orbits the area, providing cover fire with its miniguns. Depending on topography and how hostile the environment is, the HH-60G crew either lands the aircraft or brings a downed airman aboard with a winch. Injured personnel are assisted by the pararescue jumpers (PJs), who may themselves be placed on the ground to assist in evacuation. To accomplish their mission, the PJs are certified paramedics. In addition, they are trained in other specialty areas such as mountaineering and scuba diving because they may be called upon to perform the mission in any environment from a remote mountain area to the waters of the Caribbean.
Paramilitary duties of the unit include Space Shuttle and Presidential support, interdiction support for the Federal Bureau of Investigation (FBI) and the counter drug operations of the Drug Enforcement Administration (DEA).
DDMS - Space Shuttle Rescue Team
The 102nd deploys a single HC-130P to Patrick AFB, Florida, in support of every Space Shuttle launch. Designated as "King One," the aircraft carries the airborne mission commander, called the "Air Boss." King One orbits on-station approximately 175 miles downrange from Cape Canaveral, arriving 10 minutes prior to launch time. The aircraft and crew are there to support what is known as a "Mode 8" launch termination. This mission was introduced following the Challenger accident.
In this mode, the shuttle mission is aborted, the solid rocket boosters jettisoned and the shuttle crew begins a manual bailout. Along with the Air Boss, nine PJs are aboard the Hercules. The aircraft is equipped with a navigation system called Light Airborne Recovery System (LARS) and the shuttle crew with PRC-112 personal radios. Each PRC-112 is tuned to a separate, distinct frequency and identifies the specific crew member with an individual code. This system allows the rescue personnel to pinpoint the location of individual shuttle crew members. Following the abort and the identification and location of the shuttle crew, the PJs would be dropped nearby along with two RAMZ kits (Rigging Alternate Method Zodiacs) and an MA1 kit (containing a seven-person life raft). Using the Zodiac boats, the PJs would pick up the downed crew and deliver them to the raft. While the crew is being rescued, another HC-130 is launched from Patrick. Designated "King Two," the second Hercules escorts search and rescue helicopters to pick up the crew members and the PJs and return them to land.
The squadron also provides support for the President of the United States when he is in the New York area. A New York Air National Guard HH-60G is never very far from Marine One, the Presidential helicopter, to provide immediate rescue in the event of an airborne emergency. On board the HH-60G is a member of the president's security detail. The unit also provides this coverage for other distinguished visitors, such as the Pope, when they visit New York City.
An Atlantic Ocean crossing of Air Force One will find the 102nd on station, along the flight path of the presidential aircraft providing "duck butt" coverage. This mission, dictated by an Air Force requirement that the president never by more than 30-minutes from assistance, providing rescue support in the event of aerial emergency.
Search and Rescue - Our Bread and Butter
To the residents of Long Island, however, the most visible mission is the units civil search and rescue duties. The unit is often summoned by the Coast Guard or other agency to provide humanitarian assistance and assistance to mariners. On many occasions, the unit has been called to the scene of a situation, sometimes hundreds of miles offshore. PJs have jumped into waters just hundreds of yards off of the beach to as far away as the Azores, often in high winds or heavy seas. In December 1994 the 102nd broke the over water rescue record of the HH-60G Pave Hawk by flying 780 miles out to sea to save one sailor in high seas. These are some of the more harrowing and life-threatening missions flown by the unit.
On 30 October 1991, the Coast Guard Rescue Coordination Center (RCC) in Governor's Island, notified the unit of a 40-foot sailboat taking on water in heavy seas 200-miles south of Long Island. Beyond the normal range of Coast Guard aircraft, the mission was turned over to the 102nd. The unit immediately launched an HC-130P and an HH-60G. The crew of the Pave Hawk made two aerial refuelings enroute to the vessel (the internal auxiliary tank had not yet been certified for installation).
Arriving near darkness, the crew immediately determined that although the yacht was in heavy seas, it was not in danger of sinking. The 30-to 40-foot seas prcluded putting a PJ or the captain of the yacht in the water for a winch recovery. In addition, due to the high winds, it was decided not to attempt to lower the PJs onto the yacht, for fear of entanglement in the vessels rigging. These factors --the relative safety of the vessel's captain and a rapidly deteriorating weather situation -- forced the mission commander to abort the mission.
Turning for home, the Pave Hawk made a third mid-air refueling enroute. The weather continued to deteriorate and by 1930 hours the crew was experiencing rain, poor visibility, 50-knot winds, and severe turbulence. A fourth in-flight refueling was initiated, but after several attempts, equipment malfunctions and increased turbulence precluded a contact.
At 2120 hours, with their fuel supply nearly exhausted, three crew members bailed out and the pilot and flight engineer ditched the Pave Hawk into 40-60 foot seas. High winds, clocked near 80 mph, rapidly swept the life rafts away, whipped one life raft tied to a members arm that it broke his arm and he had to cut the cord. The crew was forced to spend five hours in the 60 degree water, wearing only personal floatation devices and exposure suits.
Suffering from hypotermia, the first crew member was picked up by the Coast Guard cutter Tamaroa at 0200 hours. Three others were rescued by 0230, but the fifth crew member, Technical Sgt. Rick Smith, could not be located. A full-scale search was immediately launched and continued for two weeks, but was finally suspended and Sgt. Smith was presumed lost at sea.
Although it is a secondary mission, civil rescue is dangerous duty
Although the 102nd was the fourth squadron, in the embryonic Air National Guard, to receive federal recognition under the post-WWI National Guard reorganization, the history and traditions of the squadron are traced to that of an unnumbered Aero Company formed in Mineola over 80-years ago. On 14 March 1991, the 102nd received this official notification from the Secretary of the Air Force via the National Guard Bureau: "the first Aero Company, disbanded on 23 May 1917, is reconstituted with the 102nd Air Rescue Squadron. The consolidated unit retains the title of the active unit." This correspondence gave official recognition that the 102nd is the Air National Guard's Oldest Unit.
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