Report of Crash of EB-66E #54-0529
Submitted by: Rog & Suz (zobee@charter.net)

I sent this to a B66 Jock out of Takhli for the propitiation of the missions flown in S.E.A. Due to the alterations made to B66's in the late 60's and early 70's the missions had been drastically changed from a SAC NUKE Prime to an E.W. attack (T.E.W.'s) format. The men (including yourself) who flew these missions were and ARE heroes, lost in the shuffle of being reassigned to Fighter and Attack squadrons as a redeployment "PLOY" by the Johnson Administration. As you may recall, Gen Curtis Lemay was NOT happy with this.

We, in ARRS (Rescue) were not happy about it either. My humble submission of the following is aimed at regrouping B66 fellows and families with the realities of the in-theater day-to-day happenings and to bring some sort of 'closure' for two or three families who may have never heard exactly what happened to their family members.

My wife, Susi, and I search the Internet constantly for possible answers to questions in "limbo" posed by those who never heard their loved one's stories.

Thank you,
Rog and Suz

Didn't know if you had the report(s) on the EB-66E (Hunt 02) crash on 23 Dec 1972.

If you have (or can download) "Google Earth" or some other satellite imaging software, you can "SEE" the events I will give you.

On the evening (after 'official sunset' and dark), I was the only witness to the loss of EB66E- tail #54-0529. I filed a report with I.G. and F.S.O. I was stationed at Korat, RTAFB with MAC's 56th Air Rescue Squadron and a Flying HM with the HH-43-F helicopter detachment.

The day's recovery of sorties was concluding with one on final about 20 NM out, inbound on runway 06. The F-4's, A-7D's, C-121's, F-105's and C-130's had been recovered without incident. The tower and Base OPs had given us the call. The fire dept. and our rescue birds were getting ready for a night's sleep, knowing we'd be able to knock off a few "Z's" before the next morning's take-offs at about dawn or so. I decided to go grab a smoke, outside of the "alert shack".

I sat on a bench at approx. 14*55'59.84" N by 102*04'57.00" E on your satellite imaging. As I did on a regular basis, I watched the approach end of the active RWY ... I mean...what else did we look at... the jungle? The landing lights from 0529 came on and I watched as it made it's approach. As usual, the cumbersome (over-loaded) bird made it's normal 'low-and-slow' descent. At a point between the inner marker and the threashold of RWY 06, I heard a distinct sputtering... (my own opinion in the reports said something like a possible 'shell-out' or compressor stall.) This happened at a very critical time, as decision point was at hand and velocity was diminishing rapidly. I heard an engine spool-down. Almost simultaneously, I heard an engine spool-up. It soon became evident 'which' engine had spooled-down. The aircraft, rolled to port abruptly and began a yaw to port, as well. Obviously, the pilot (AC) fought the controls, as the aircraft began to level out at around 200' or so, AGL. Throttle-up from departure/missed-approach speed was given to the #2 (right) engine... but she never regained appreciable altitude. (My report suggested that Max. Military thrust was given to the starboard engine and she was unable to compensate for the momentum gained by the adverse conditions presented by the loss of #1.) Number 2 stalled and quickly, all nav lights, rotating beacons and landing lights went out, completely. At this point, the aicraft was directly over the "Thai" military base and it's own ground lights, shown on the stricken aircraft.

Now, all I could hear was the faint 'whistle' of it's slip-stream... (at this time, it was not determinable weather or not the a.c. WENT INVERTED) It appeared to me that it DID roll over, as the ejection attempts put the crew into the ground; however, not familiar with the egress of the B-66, they may have bailed through the keel. At any rate, she impacted at approx. 14*56' 49.18" N by 102* 04' 47.96 E. If you view the "old" tank farm, you can see the missing tanks from years ago. 14* 56' 58.98" N 102* 02.04' 49.18 E and the debris continued and took out more tanks at 14* 57' 09.23" N by 102* 04' 43.74" E.

The Thai's have always believed in Ghosts and/or spirits, so the lives lost there, called for them to destroy the old "bungalows" which used to be there and not rebuild. It's interesting to note that there remains a depression in the earth of 640' elevation. That co-incides with the resting place of B-66. The time frame was a rapid one. When she approached and lost the first engine and I heard it, I ran to my MD3 power unit to fire-up my alert aircraft... as tested on many occasions, we could be airbourne in 60 seconds. Before that 60 seconds had expired, the helicopter AC had been able to determine from the fuel explosion, post impact, there were no alternatives to save life available. The tank farm had erupted in mass flame, the aircraft, was no longer visible and the heat was so intense we could actually feel it, from the distance between my first sited location and the impact point.

I dream about this one, often, as somehow I feel, we could have done 'something'... but then again, I suppose we need to thank Pres. (cough-cough) Johnson for his stupidity in remanding old, aircraft to service, carrying heavier loads that designed for and under-powering them. Those brave men did not lose their lives to enemy fire but need to be remembered as doing so, as any fool would know that you don't send a Cessna Bird-dog into battle with a B-52 bomb load. These men had families, friends and supporters who will never forget them for what they gave that night as they approached Korat, thinking the Officer's Club would welcome them after de-briefing.

Thanks... Rog

Hi Rog,

Thanks for the information. I flew B66's out of Takhli so this happened afterwards. Do you mind if I forward this to some other B-66 folks and maybe get it posted at http://b66.info/index.html ?

I've always been grateful for the work done by you ARRS folks. You did some courageous things over there. I know several guys whose butts were saved by rescue helos. One Thud pilot celebrates two birthdays every year; the date of his birth and the date he was rescued out of NVN near Hanoi. Thanks for a job well done.

Joe Montana

Sir;

I am most humbled that you would find this worthy of your perusal, let alone your publication. For the "Typo's", I'm sorry.

Of all the guys who flew in S.E.A., I recall that no one would ever 'ill-speak' of the Destroyers' Crews due to the caliber of their intelligence, training and missions capabilities. Being handed a multi-engine a.c. with dead-stick properties on an engine loss at low altitude you guys knew 'Just What To Do' ... and when. No other multi-engine a.c. in theater had serious control problems with engine loss. I'm sure you had your share (or more than your share) of in-flights but were able to manage.
In ARRS, we knew that the 66's crews' best friend on take-off and approach was blessed altitude. You have (and always will have) my respect and honor for your contribution to our effort.

Welcome home, my friend and thank you for what you did. You saved many, many fighter jocks. After the start of my second tour, I got to witness (post cease-fire) the E.O.T. passes of several birds, some of which weren't even stationed at Korat. When that sleek form of the B-66 passed over the tower just sub-sonic, I had tears in my eyes; not only for the Officers lost but I remember thinking to myself; "You did it guys... we're going home! Burn those flight suits and pack your hold baggage and have a brew in the O.C. for me." Pastor Rog

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