SWIFT BOAT DOWN
THE REAL STORY OF THE SINKING OF PCF-19
By: JAMES W. STEFFES, ENC, USN, RETIRED
Copyright 2011 By: JAMES W. STEFFES, ENC, USN, RETIRED
Smashwords Edition
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THIS BOOK IS DEDICATED TO THE CREW OF PCF-19, SUNK OFF THE COAST OF NORTH VIETNAM ON 16 JUNE 1968. FOUR MEN WERE KILLED THAT NIGHT UNDER VERY UNUSUAL CIRCUMSTANCES. ONLY NOW CAN THEIR STORY BE TOLD. WHAT FOLLOWS IS THE A TRUE ACCOUNT OF WHAT REALLY HAPPENED AS RECALLED BY THE SURVIVORS OF PCF-19, PCF-12, USCG POINT DUME, U.S. MARINES ASHORE AND MEN STATIONED ABOARD U.S. NAVY SHIPS OPERATING IN THE AREA. THE FACTS NOW REVEALED IN THE OFFICIAL DECK LOGS AND THE MEMORIES OF THE MEN WHO WERE THERE DIFFER FROM THE NEWS MEDIA COVERAGE OF THE STORY. SUNK BY FRIENDLY FIRE WAS THE NEWSPAPER STORY, A STORY THAT REVEALS A RELUCTANCE TO ACCUSE AN ENEMY OF ESCALATION DURING A TIME WHEN THE PARIS PEACE TALKS WERE BEING ORGANIZED. THIS WAS A GREAT DISERVICE TO THESE BRAVE MEN ABOARD PCF-19 AND A TERRIBLE BURDEN FOR THE F-4 PHANTOM PILOT WHO WAS BLAMED FOR THE INCIDENT IN THE PRESS.
THE STORY WILL BE TOLD IN THREE PARTS. FIRST, I WILL GIVE SOME BACKGROUND INTO THE MISSION AND THE CONDITIONS IN THE AREA LEADING UP TO THE INCIDENT. SECOND, THE INCIDENT AS IT ACTUALLY HAPPENED AS RELATED BY WITNESSES ABOARD SHIPS AND THE OFFICIAL ACCOUNT OF THAT NIGHT. THIRD, THE FOLLOWUP INVESTIGATION BY OTHERS AND MYSELF TO REACH THE CONCLUSION OF HOSTILE FIRE CAUSING THE SINKING OF PCF-19 WAS BASED ON OFFICIAL LOGS AND RECORDS AND EYE WITNESS ACCOUNTS. A SUMMARY OF THE DETAILS BACKED BY DOCUMENTED PROOF OF HOSTILE FIRE WILL DETAIL THE REAL STORY BEHIND THE SINKING OF PCF-19. NOTHING CAN CHANGE THE “OFFICIAL FINDINGS” OF THE COMMAND AUTHORITY AT THE TIME BUT THE TRUTH AS I OBSERVED IT FROM THE DECK OF PCF-12 WOULD NOW BE TOLD.
A SPECIAL TRIBUTE
In addition to the crew of PCF-19, this book is dedicated to all of the Swift Boat Sailors who lost their lives serving aboard these small but mighty gunboats. Here are their names;
PATROL CRAFT FAST DIVISION – 101 (An Thoi)
2/14/66 BM1 Tommy E. Hill, Knoxville, TN – (Gulf of Thailand)
PCF-4 Remote Mine Explosion Baie De Cau Dong River
South of Rach Gia Near Three Sisters Mountain Area
(Kien Giang Province)
2/14/66 EN2 Jack C. Rodriguez, Jackson Heights, NY – (Gulf of
Thailand) PCF-4 Remote Mine Explosion Baie De Cau Dong
River South of Rach Gia Near Three Sisters Mountain Area
(Kien Giang Province)
2/14/66 GMG2 Dayton L. Rudisill, Greensburg, KS – (Gulf of
Thailand) PCF-4 Remote Mine Explosion Baie De Cau Dong
River South of Rach Gia Near Three Sisters Mountain Area
(Kien Giang Province)
2/14/66 SN David J. Boyle, Woodland, CA – (Gulf of Thailand)
PCF-4 Remote Mine Explosion Baie De Cau Dong River
South of Rach Gia Near Three Sisters Mountain Area
(Kien Giang Province)
10/18/66 BM2 Hubert Tuck Jr., Lenoir City, TN –(Gulf of
Thailand) PCF-9 81mm Mortar Explosion Conducting Shore
Bombardment (Kien Giang Province)
10/18/66 EN2 Gale J. Hays, Falling Rock, WV – (Gulf of
Thailand) PCF-9 81mm Mortar Explosion Conducting Shore
Bombardment (Kien Giang Province)
10/18/66 QM3 Euguene L. Self, Carteret, NJ – (Gulf of Thailand)
PCF-9 81mm Mortar Explosion Conducting Shore Bombard-
ment (Kien Giang Province)
COASTAL DIVISION ELEVEN (An Thoi)
9/4/68 RD3 Gerald D. Pochel, Otis, OR – (An Xugen Province)
PCF-96 Cua Long River Ca Mau Peninsula
11/3/68 BM3 Richard C. Simon, Ellsworth, WI – (An Xugen
Province) PCF-50 Song Ong Doc River Ca Mau Peninsula
(Operation Seafloat)
12/6/68 BM2 Steve R. Luke, Provo, UT – (An Xugen Province)
PCF-36 Bo De River Cau Mau Peninsula (Operation
Seafloat)
1/5/69 BM3 Gerald R. Horrell, North Hollywood, CA – (An Xugen
Province) PCF-71 Song Ong Doc River(Operation Seafloat)
4/12/69 LT Donald G. Droz, Rich Hill, MO – 1100 (An Xugen
Province) PCF-43 OinC Rach Duong Keo Canal (Operation
Seafloat)
4/12/69 QM3 Thomas E. Holloway, New Castle, IN – (An Xugen
Province) PCF-51 Helmsman Rach Duong Keo Canal
(Operation Seafloat)
5/5/69 BM3 Richard L. Baumberger Jr., Mansfield, OH – (An
Xugen Province) PCF-9 Rach Duong Keo Canal (Operation
Seafloat)
5/15/69 EN3 Dewey R. Decker, Ionia, MI – (An Xugen Province)
PCF-51 Song Bay Hap River Cau Mau Peninsula (Operation
Seafloat)
5/15/69 GMG3 Richard W. Stindl, Beloit, WI –(An Xugen Province)
PCF-51 Song Bay Hap River Cau Mau Peninsula (Operation
Seafloat)
8/12/69 GMG3 Stephen J. Penta, Revere, MA – (An Xugen Province)
PCF-57 Rach Cai Chon Nho Canan Cau Mau Peninsula
(Operation Seafloat)
10/2/69 QM2 Richard L. Wissler Jr., Willow Street, PA – (An
Xugen Province) PCF-27 Claymore Mine Song Ong Doc River
Cau Mau Peninsula 2 ½ Miles South of ATSB Song Ong Doc
(Operation Seafloat)
12/4/69 RD3 Martin S. Doherty, New York, NY –(An Xugen
Province) PCF-50 Peak Tank Gunner Dam Doi River Cau Mau
Peninsula (Operation Seafloat)
2/17/70 RD3 Craig W. Haines, Keyser, WV –(Kien Giang Province)
PCF-22 ATSB Ha Tien
5/17/70 RD3 Frederick D. Snyder, Moab, UT –(An Xugen Province)
(WIA 5/16/70) PCF-64 Song Dam Doi River (Operation
Seafloat)
7/6/70 QM2 Lanny H. Buroff, Chicago, IL –(An Xugen Province)
PCF-40 Underwater Mine Explosion while Alongside USS
Krishna ARL-30 (Operation Seafloat)
PATROL CRAFT FAST DIVISION – 102 (Danang)
10/29/69 BM1 Kemper S. Billings, Burlington, NC –(Thua Thien
Province) PCF-56 Lost Overboard Hue River Monsoon Surf
Conditions
11/15/66 BM3 Harry G. Brock, Odessa, TX –(Thua Thien Province)
PCF-77 Hue River
11/15/66 MIA RM3 Bruce A. Timmons, Ft Lauderdale, FL –(Thua
Thien Province) PCF-77 Hue River
COASTAL DIVISION TWELVE (Danang)
12/6/67 BM1 Bobby D. Carver, Richmond, CA –(Quang Ngai
Province) PCF-79 Sa Ky River South of Cape Batangan
Peninsula
6/16/68 BM2 Anthony G. Chandler, Warner Robbins, GA –(South
China Sea PCF-19 1 ½ Miles Off Shore 5 Miles South of
Ben Hai River Mouth Near the DMZ (Quang Tri Province)
6/16/68 EN2 Edward C. Cruz, Inarajan, Guam –(South China Sea)
PCF-19 1 ½ Miles Off Shore 5 miles South of Ben Hai
River Mouth Near the DMZ (Quang Tri Province)
6/16/68 GMG2 Billy S. Armstrong, West Helena AR –(South China
Sea) PCF-19 1 ½ Miles Off Shore 5 Miles South of Ben
Hai River Mouth Near the DMZ (Quang Tri Province)
6/16/68 MIA QM2 Frank Bowman, Walterboro, SC –(South China
Sea) PCF-19 1 ½ Miles Off Shore 5 Miles South of Ben
Hai River Mouth Near the DMZ (Quang Tri Province)
11/6/68 EN2 David L. Merrill, South Bend, IN –(South China Sea)
PCF-70 Near North Side Batanga Peninsula, 64 Miles
South of Chu Lai (Quang Ngai Province)
11/6/68 MIA LCPL Frederick R. Turner, Columbus, OH –(South
China Sea) (USMC) MASS MSCG-18 1st MAW PCF-70 Passenger
Near North Side Batanga Peninsula 64 Miles South of Chu
Lai (Quang Ngai Province)
9/26/69 LTJG Robert L. Crosby, South Hamilton, MA –1105(Quang
Nam Province) (WIA 9/24/69) Coastal Division Twelve
Maintenance Officer YFNB-2, Danang
10/7/69 LTJG Kenneth D. Norton, Lady Lake, FL –1100(Quang Nam
Province) OinC PCF-61 Cua Dai River
PATROL CRAFT FAST DIVISION – 103(Cat Lo)
5/22/66 BM2 Raleigh L. Godley, Lawson, MO –(Phuoc Tuy Province)
PCF-41 Song Dinh Ba River(Operation Jackstay-RSSZ)
COASTAL DIVISION THIRTEEN (Cat Lo)
3/11/67 SN Gary W. Friedmann, Lebanon, PA –(Phuoc Tuy Province)
PCF-39 Cat Lo 81mm Mortar Double Loading Explosion
During Gunnery Exercises
9/8/68 BM2 John P. McDermott, Pittsburgh, KS –(South China
Sea) PCF-98 Jammed 81mm Mortar Round Misfired Alongside
an LST Anchored Offshore the Ca Mau Peninsula
(An Xugen Province)
12/17/68 EN2 John R. Hartkemeyer, Hamilton, OH –(An Xugen
Province) PCF-51 Rach Bang Cung River (Rocket Alley)
Ca Mau Peninsula (Operation Seafloat)
5/19/69 BM3 Robert A. Thompson, Downey, CA –(An Xugen Province)
PCF-51 Son Bay Hap River Cau Mau Peninsula (Operation
Seafloat)
10/25/70 QM1 Joseph P. Jurgella, Stevens Point, WI –(Phuoc Tuy
Province) PCF-59 Cat Lo
PATROL CRAFT FAST DIVISION – 105 (Qui Nhon)
10/25/66 MIA GMG3 Alvin L. Levan, Catawissa, PA –(South China
Sea) PCF-87 Fell Overboard Combat Sea Patrol (Binh Dinh
Province)
COASTAL DIVISION FIFTEEN (Qui Nhon)
3/29/67 GMGSN Dennis R. Puckett, Lee Summit, MO –(South China
Sea) PCF-63 Fell Overboard Combat Sea Patrol (Binh Dinh
Province)
11/29/67 LTJG William H. Murphy III, Madison, WI –(1100(Thua
Thien Province) UH-1C Passenger USA A/1/9th CAV A Shau
Valley
12/23/67 EN2 Carl R. Goodfellow, Waterproof, LA –(Bing Dinh
Province) PCF-88 Det-Qui Nhon Sapper Attack at Barracks
11/8/68 LTJG Richard C. Wallace, Norfolk, VA –1105(South China
Sea) PCF-89 Accidental 81mm Mortar Explosion Combat
Sea Patrol (Binh Dinh Province)
11/8/68 BM3 Peter P. Blasko Jr., Southern Pines, NC –(South
China Sea) PCF-89 Accidental 81mm Mortar Explosion
Combat Sea Patrol (Binh Dinh Province)
11/8/68 BM3 Stephen T. Volz, Lakewood, CA –(South China Sea)
PCf-89 Accidental 81mm Mortar Explosion Combat Sea
Patrol (Binh Dinh Province)
6/22/69 RD2 Kenneth P. West, Butte, MT –(Gia Dinh Province)
In Transit NSA Saigon Det-Nha Be Fell off Ammi Pontoon
Nha Be Navy Pier Soi Rap River
7/2/69 MIA EN3 Albert M. Fransen Jr., Las Vegas, NV –(South
China Sea) PCF-87 Qui Nhon 81mm Mortar Accident Combat
Sea Patrol (Binh Dinh Province)
7/2/69 GMG3 Glen C. Keene Jr., Fairhope, AL –(South China Sea)
PCF-87 Qui Nhon 81mm Mortar Accident Combat Sea Patrol
(Binh Dinh Province
CHAPTER ONE
Market Time: The Mission
Operation Market Time: its mission was to stop the infiltration of men and material by sea along the entire South Vietnamese coastline; to provide gunfire support to friendly ground units; and to provide psychological warfare operations as needed.
A system of patrol areas was set up to enforce the security of the South Vietnamese coastline and to deny them to the enemy. Since the majority of friendly commerce moved by water using the coastline intermingling with a large commercial fishing industry, the problem of detecting enemy movement mixed with the friendly watercraft became a complicated task. This was an advantage, which the enemy exploited, in the early days of the war.
The patrol areas extended from the Demilitarized Zone at the North and South Vietnamese border all the way south, around the Ca Mau Peninsula and then northwest to the Cambodian border. PCF's also known as Swift Boats were assigned to areas from the coastline to approximately two miles out to sea. For each two Swift Boat patrol areas, covering the waters from two to four miles out, U.S Coast Guard WPB patrol boats were assigned. For each two WPB areas, a U.S. Navy destroyer or USCG High Endurance Cutter (WHEC) was assigned covering the waters from four to twelve miles out. These larger vessels were used to monitor and even to board and search the larger steel hull junks and merchant ships that appeared to be on a suspicious mission. Working with the U.S. Navy P-3 Orion tracker aircraft, they could cover large distances and remain on station for several weeks at a time. These vessels were also used as mother ships for the smaller patrol craft enabling them to remain on station longer thereby avoiding the long transit distances from their home bases.
Swift Boats were a unique type of patrol boat and it was their uniqueness that made them special to the mission and their crews. They were 50 feet long with a welded aluminum hull powered by twin Detroit Diesels that generated 450 horsepower. An Onan Generator gave them A/C power for radios, boarding lights and for the refrigerator/freezer. Five bunks were used for sleeping while off watch but the small size of the boat prohibited living on board for extended lengths of time.
Armament consisted of twin 50 Caliber machine guns on top of the pilot house, and an 81 MM direct fire mortar with a single 50 Cal machine gun mounted on top piggy back style rounding out the main battery. Small arms, an M-79 grenade launcher, shotguns, and an M-60 machine gun for the peak tank in the bow made the Swift Boat a fast, heavily armed gunboat capable of a variety of missions.
Unlike other gunboats such as the PBR and the river assault group craft, the Swift was assigned specific ratings which were cross-trained to know each other's job similar to submarine crewmen. The ratings were (1) A junior officer, LTJG or Ensign, (2) Gunners Mate, (3) Radarman, (4) Quartermaster, (5) Boatswains Mate, (6) Engineman. The Engineman was required to be an EN2 or EN1 whereas the other rating could be of any pay grade. Since the crew's lives depended on the power plant and electrical system of the boat, a senior petty officer was required for the Engineer.
The senior enlisted crewman was designated the Leading Petty Officer and second in command to the Officer in Charge of the crew. Since the Engineman was an EN2 or EN1, he became the LPO on most crews since he was senior. Also because Enginemen typically work in the engine room of a ship and rarely handle guns or see combat, this provided a radically different environment for these petty officers. I must add with no prejudice intended that most of these enginemen rose to the challenge and served this capacity proudly.
The patrols were usually twenty-four hours in length with most of the crew up and about during the day and split up into two watch sections at night. The OinC headed one section and the other was headed by the LPO.
The home bases for these boats were called Coastal Divisions and were numbered 11, 12, 13, 14, and 15. These divisions were based at An Thoi, DaNang, Cat Lo, Cam Rahn Bay, and Qui Nhon, respectively. Repair and support facilities in the form of repair ships or repair shops and living quarters on barges were built at each home base. Some of the bases had barracks built ashore as the bases were developed into more modern facilities.
Patrol schedules were set giving each crew a twenty-four hour patrol, one day on and one day off. Depending on the patrol schedule, the one day off could be non-existent. For example: Areas farthest away from the home base departed between 0400 and 0600. A crew could return from a patrol area far from the home base late in the day and after cleanup and scheduled maintenance, i.e. oil changes, refueling and rearming of the boat, have very little free time left until going on patrol again the next day. This free time was for rest, to go to the exchange or to the club for a few beers, or even a USO Show if there was one scheduled.
A typical Market Time Patrol begins when the crew boards the boat they are assigned for that patrol. Each crewmember checks out his assigned area and equipment. Even though the boat designated for the days patrol is assigned to the crew as “their boat”, a thorough checkout must still be done in case another crew had used their boat for a patrol or the repair staff had performed repairs and service.
Ammunition and spares are checked, fuel and oil levels as well as spare water and oil cans are checked, radios and radio checks are performed, charts and up to date intelligence for the area is located and stored, lines and safety gear is checked and all loose gear is properly secured for sea in case of heavy weather. By the time all checks have been performed, the OinC comes aboard bringing the pubs, codebooks, and challenge/reply codes for the days of the patrol. The LPO reports, “The crew is ready to get underway” to the OinC and lines are cast off to get underway. The boat proceeds to the APL to pick up the food rations for the patrol. While many thought we lived off C-rations, we in fact loaded chicken, steak, pork chops, bacon and eggs, canned goods, ingredients for sandwiches, fruit, milk and cheese. One of the crewmen was the designated “cook” and he was responsible for getting the food the crew liked and being a good “diplomat” in the galley was very helpful. Once the food is stored, we get underway and proceed out the harbor. In DaNang, a stop was made at the South Vietnamese Navy Pier to pick up our liaison/interpreter. Just behind their quarters was CSC or Coastal Surveillance Center. The OinC walked to CSC to pick up the latest intelligence and special assignments for the patrol area we had been assigned. When he returned, we got underway and proceeded out the harbor heading north or south whichever direction the patrol area was located.
As we proceed out of the harbor of DaNang, one cannot help but observe the bustling activity in this busy harbor. Large merchant ships and smaller Naval cargo vessels and LST’s carry supplies and material into and out of DaNang. Fuel, ammunition, food, spare parts, vehicles, artillery weapons, and building materials are brought in from the U.S. and other ports. Most of these are unloaded at the Deepwater Piers and LST Ramps near Monkey Mountain. These supplies are taken by truck to Naval Support Activity, DaNang supply centers for redistribution to the fighting men in the field.
Most of the supplies are sent to firebases and support facilities throughout the I Corps area. Some of the supplies are loaded aboard smaller Naval Craft such as LCU’s, YFU’s and YOG’s for fuel. These craft proceed out of the harbor to destinations along the coast such as Chu Lai, Cua Viet, Tam My, and Wonder Beach, including the many Coastal Groups that support the Naval Advisors for the Vietnamese Junk Force.
As we move toward our patrol area, we travel among these supply craft as they ply the same waters delivering their vital cargoes. Passing them, enroute to our assigned area, we watch the hundreds of South Vietnamese Junks and Sampans weave in and out of the columns of Naval Craft as they travel to fishing grounds or deliver their cargos of rice, nhuc mom, lumber and other supplies for the Vietnamese people. Sometimes, it can get pretty crowded entering and leaving a busy harbor like DaNang.
Soon, we begin to establish radio contact with the boat we are to relieve on station and they begin to travel south toward us. Radio messages give our location using code names for the river mouths and peninsula’s jutting out from the coastline.
“Newsboy India 69, this is Newsboy India 12, over”. We use Newsboy India and the boat number so the Viet Cong do not know which patrol area is being relieved.
“Newsboy India 12, this is Newsboy India 69, do you copy?” comes the reply. “Newsboy India 69, I copy, interrogative your latest??” “Newsboy India 12, my latest Marlboro plus two.” This means PCF-69 is two miles north of Chon May Point, a peninsula just north of DaNang that uses a code name of any cigarette.
And so it goes, until the two boats meet and come alongside each other. Information is passed, such as the latest intelligence on the area, the level of enemy activity and junk traffic. All this is shared with the oncoming PCF. Once this is finished, the two crews part company and one heads for home as fast as they can while the other proceeds to its patrol area and assumes the call sign of the area, i.e.. Enfield Cobra Charlie Mike.
Once on station, we begin to check out the area for boat traffic and look for suspicious looking junks and sampans. Sometimes while proceeding toward a group of fishing sampans, one will break off and head away from the group. Immediately, the crew springs to Action Stations, the engines roar to life, and the fighting Swift heads for the evading sampan. A siren whines out its call to stop and the wise Vietnamese turns away from the beach. Maneuvering alongside, weapons at the ready, the crew searches the sampan while the liaison/interpreter checks the boats papers and the identification cards of the fisherman. Most end up being scared fisherman with papers in order. To them, we supply a packet of fishhooks, band-aids, tobacco and papers, along with some leaflets in Vietnamese looking for information on the Viet Cong and their movements. The sampan is cast off and moves on its way usually with smiles and a wave of the hand.
Sometimes, however, the sampan or junk doesn’t stop and continues to evade toward the beach. Under the rules of engagement, the sampan can now be pursued and taken under fire if necessary. The PCF, now in hot pursuit, bears down on the fleeing sampan, at battle stations, weapons ready. Sometimes, though not often, small arms fire will erupt from the sampan especially if the distance to the beach and safety is extensive. Given a choice, the Viet Cong will run rather than to fight a Swift Boat in the open sea. The job of the Swift Boat is to cut down the distance quickly and at 28 knots, adrenaline pumping, the machine guns begin to fire at the shoreline to cut off the escape. If the Viet Cong suspects open fire, the Swift Boat answers with deadly accuracy and the battle is quickly over. One of the dangers is that the Swift Boat can be drawn into an ambush close to shore as the fleeing sampan lures it into rocket or recoilless rifle range. This means the crewmembers not involved in firing weapons must be alert and aware of their surroundings at all time. Once the fleeing suspects are stopped or killed, a thorough search of the sampan for contraband and papers or documents to see what it was that the suspects were afraid of being captured with. This information is used in a radio message to CSC DaNang called a “spot report”, giving location, details of the pursuit, ammunition expended and casualties, both enemy and friendly.
Then it is back to patrolling the area. Sometimes a crew can spend several patrols without any incident and then find one that explodes in a firefight. Firefights can last from a few minutes to an hour or more depending on the Viet Cong’s position and willingness to fight. A wise OinC will analyze the situation and decide whether to stand and fight or withdraw to the open sea and call for assistance. This assistance can be in the form of Coast Guard or Navy Ships nearby, air support, the neighboring Swift Boats on patrol, or even Marine or Army Artillery Gunfire. All of these are available and are used to assist the Swift Boat on patrol in case of engagement with a larger enemy force. Knowing the capabilities of these assets and how to call them for support is the mark of an experienced and capable Swift Boat Officer and crew.
As the routine of the patrol settles in, the boat traffic subsides and the crewmember that does the cooking begins to prepare the evening meal. A hot plate and electric frying pan are his only tools but it still makes for an enjoyable meal. Fried chicken, green beans, salad with tomatoes and cucumbers, boiled potatoes, bread and butter are prepared as well as can be under the weather conditions. But it looks and tastes very good and much better than C-rations. We eat in shifts maintaining our position in the patrol area.
Darkness begins to fall and the OinC is on the radio communicating with shore units to set up some harassment and interdiction fire targets for after dark. These are usually Viet Cong trails and assembly points and carefully checked to make certain that no friendly units will be affected by the fire. This also establishes communications with these shore units to enable us to be in position to assist them with support fire from our mortar for any nighttime operations or sweeps of the area. This completed, the crew splits up into two watches beginning at 2200. One section, led by the OinC, will man the helm and the lookout in the gun tub. The other section is led by the LPO. The Vietnamese Liaison/interpreter remains available in the main cabin when needed and does not stand a watch.
With one section on watch, the others turn in to the bunks for some rest, although ready for any emergency. Sometime around midnight, during the watch change, the guns are manned and mortar rounds are readied for the firing mission. The boat moves into position for the firing mission. The mortar is locked at 090 or 270 relative and then is locked at the proper altitude setting. The Quartermaster takes his position fixes from a point or river mouth and draws a 90-degree arc on the chart. This gives him the heading, which gives the least roll factor with the stern to the sea. When the boat is in position, the command to open fire is given by the OinC and round after round is dropped into the tube. Usually a mission of ten to twelve rounds of high explosive mixed with one or two white phosphorous rounds are fired if the shore units monitor the mission. The 81 MM mortar has a range of nearly two miles over relatively flat terrain. Firing mission over, the off watch turns in for some rest.
Thus it goes through the night with the helm watching the radar for contacts and the lookout watching for lighted watercraft moving at night. The watches include checks of engines and electronics in service.
Morning arrives with the smell of bacon and hot coffee filling the cabin. Logs are updated and preparations to be relieved are begun, the boat is cleaned up and gear stowed for the transit back to base. Each crewmember checks his equipment and area for problems that need to be corrected either by the repair staff or the crew upon return to base. Ammunition is inventoried and these lists are given to the LPO to coordinate these efforts. By using this method, the cleanup time can be reduced so the remaining time can be used for personal business and a hot shower or even a trip to the EM club for a beer or two.
We move toward the southern part of our area and wait for the call from our relieving Swift Boat on its way to our area.
Sometimes a Navy Ship is offshore in our area and we make a trip out to check her out. Going alongside the ship gives the ships crew a chance to take pictures of a small combatant on patrol. It gives the OinC a chance to go aboard and chat with the skipper of the ship and the crew can use the ships store if possible. Blue Dungarees are the uniform worn by Swift Boat Sailors and the laundry is very hard on them. Getting replacements is a welcome opportunity for all of us. Usually the ship shares its stores of fresh fruit and even ice cream with us as well. The OinC returns with fresh intelligence and the ship gains a new respect for these small combat craft making up the inshore line of Market Time. We shove off from the ship giving the crew one last chance for pictures or 8 MM movies as we move back on station.
Suddenly, the radio crackles with the call, “Newsboy India 12 this is Newsboy India 56, do you copy, over?” Our reply goes out to our relief and we head toward a rendezvous.
Arriving at the rendezvous, the two Swift Boats exchange information, followed by separation with one boat heading on station and the other heading back to base. The cycle continues for another day.
We stop at CSC to drop off our liaison/interpreter, and proceed to the base. After stopping to refuel the boat, we move to the pier to rearm the boat, replacing ammunition used on patrol. Then it is over to the nest of Swift Boats to clean up, change oil if necessary, weapons are cleaned, spaces are scrubbed down, paint is touched up, and gear is stowed away. When all work is done, the crew heads for the barracks ship and a hot shower and chow. The OinC checks in with the Coastal Division 12 Staff and files his after action reports, if any. He gets our patrol assignment for the next day and relays it to the LPO and the crew. If there are repairs needed on the boat by the shops, the crewmember will return to coordinate these repairs on the boat.
Meanwhile, back on station, the Swift Boats, the Coast Guard WPB’s and the Naval Ships, assisted by P-2 Orion Aircraft, continue the patrols all up and down the coastline of South Vietnam. Market Time is the name of the operation, and CTF-115 Headquartered in Cam Rahn Bay is responsible for its execution.
CHAPTER TWO
Training For The Mission
Training for this mission begins in Coronado, California, near San Diego. Here, the officers and enlisted men are formed into crews to be trained as a unit and sent in country to serve together. It consists of a week of indoctrination classes on Vietnam, its culture, and the part that Market Time plays in the war theatre. This is followed by a week of survival training culminating in SERE, Survival, Evasion Resistance and Escape. This includes a training session at a mock POW camp in Warner Springs, CA. It is very intensive and designed to prepare us for the probability that we can be captured and interred in a POW Camp. We learn the tools of survival and resistance in a prisoner of war situation. The next six weeks consists of training on the Swift Boats themselves and their mission. Some of the training takes place with the crew together, while other training required the crew to be split up as the officers and quartermasters attended Vietnamese Language School, the enginemen learned all about the engines and related electrical, plumbing and fuel systems aboard the Swift Boat. The Radarmen spend time with the Electronic Technicians to learn the radar and radio systems. The Gunners mates learn the techniques of operating and repair of the three Browning 50 Caliber Machine Guns, the M-60 Machine Gun, the 81 MM Mortar and the various small arms carried aboard a Swift Boat. Cleaning and maintenance of the gun mounts and the ammunition used aboard the boat are taught in detail. Boatswain Mates learn boat handling skills and proper preservation and maintenance of the aluminum hulled Swift Boat. Toward the end of the training, the crews are sent to 29 Palms Marine Base for heavy weapons training. Returning to the base, the crew attends classes that give each man some knowledge of all the systems and equipment for cross training of each rating. Knowing everyone’s job is essential for survival of this small crew on the Swift Boat. In case of a casualty to one of the crew, someone else can fill in enabling the crew to get out of a hot situation. Some of the crews were put together short of one or more ratings due to manning levels making this cross training even more important. Sometimes a Boatswains Mate becomes an engineer or a Radarman becomes a Quartermaster. Inasmuch as possible, the crews are outfitted with the correct ratings although sometimes this is not completed until they arrive in country.
The last part of the training involves actual board and search exercises between Swift Boats and Vietnamese Junks off the coast of California in daytime and night exercises. Having graduated this course of training, the crews are shipped to Vietnam arriving first in Cam Rahn Bay, home to the headquarters of Market Time and Coastal Squadron One.
In my particular case, the training was somewhat different. Assembled in Coronado were several Junior Officers slated to be OinC’s, a Quartermaster, a Gunners mate, and thirteen Enginemen, all EN2’s and EN1’s. With no group of other ratings in the pipeline, a decision was made to train the enginemen as a group and send us in country as replacements. There had been a period prior to this time, April 1968, when there was a shortage of enginemen and it was decided that we were needed as soon as possible. Our training was different than as a crew but it gave us much more time with the engines and electrical systems of the Swift Boat. This proved to be a real plus when we arrived in country and joined crews without engineers.
In our training classes, we learned to navigate, to field strip and setup the heavy weapons. We disassembled the training engines completely and reassembled them, started them up and let the staff try to trick us by making casualties to the engines such as loss of oil pressure, overheating, clogged fuel lines, etc. These were invaluable to us and we learned much information about our jobs aboard the new boats. I felt sorry for the QMCS that tried to teach thirteen engineers how to navigate but he did a tremendous job nonetheless. We did not get language training, did not go to 29 Palms for weapons training, but received instruction on the radios, radar, and antenna tuning skills that we would not have received.
Very soon, it was graduation time and we boarded the aircraft for McCord Air Force Base in Washington State. We had no orders and did not know our ultimate destinations, so instead we were sent to Cam Rahn Bay. It was a long tiring flight on a chartered airliner, but after stops in Alaska, Japan, and Okinawa for fuel we arrived in Cam Rahn Bay. We received indoctrination by the U.S. Air Force at the terminal and then a short ride by truck over the mountain to the Market Time Base. The humidity and heat hit us like a hammer as we left the aircraft and then again as we left the air-conditioned terminal.
The Market Time Base was the Headquarters of Coastal Squadron One and Coastal Division 14. Some of us would end up staying right there depending on our orders. We were given bunks in the barracks for the night and after stowing our gear, headed off to the EM Club for a few drinks and our last night together as a group. We had become very close, almost like a large crew but soon we would become a part of a seasoned crew at our new destination. We talked about what this would be like, joining a crew that had no engineer and how we would fit in. Other crews had trained together and we did not. It was something that only happened once during the war and we were it. We wondered how many of us would survive the war, how we would react in our first fire fight, and toasted to our brotherhood vowing to meet again after we returned from our tour on Swift Boats. Being E-5 and E-6, some of us would end up as LPO’s on seasoned crews and we discussed what that would be like. Knowing that the Chain of Command was in place, we felt it would not be a problem but yet it was a source of stress for us coming into a seasoned crew. One thing that we agreed on, we had received the finest training on this equipment that the Navy could provide and it was up to us to use it to provide a valuable asset to whatever crew we were assigned.
We toasted once more to our success and good luck to each other, and then returned to the barracks for good nights sleep. Apprehension of what was to come and the jet lag kept most of us up late but soon we fell asleep.
Reveille came early and we packed our gear and headed for breakfast. At 0800, we mustered outside Coastal Squadron One Headquarters and were briefed by the staff yeoman. He then posted the assignments on the bulletin board for us to read. Since we were all the same ratings, he gave us 30 minutes to check over the list and swap assignments so buddies could be together if we wanted. I was assigned with three other Enginemen to DaNang. I remembered from my training that DaNang was in I Corps to the north and the quarters were two APL’s or living barges. Air Conditioning, after a night in the hot humid barracks, made it sound very welcome indeed. With our gear in hand, we gathered near the truck again for the drive back to the Air Base and the flights to our new assignments. We said goodbye to those staying in Cam Rahn Bay and climbed aboard the truck. At the Air Base Terminal, we separated again as some of us went to Coastal Division 11 at An Thoi, Coastal Division 13 at Cat Lo, Coastal Division 15 at Qui Nhon, and Coastal Division 12 at DaNang.
For four of the Enginemen, EN1 Terry S. Johnson, EN2 Stanley J. DeMerchant, EN2 Raymond W. Nix, and myself, EN2 James W. Steffes, it was a short flight to DaNang Air Base to the north. We had departed the United States on June 3rd and arrived at our assigned Coastal Divisions on June 6th, 1968. An assignment unlike anything this group of Enginemen had experienced was about to begin.
CHAPTER THREE
The Mission Begins
We arrived at DaNang Air Base aboard a C-130 Cargo Aircraft filled with men from all branches of the services, Army, Navy, Marines and Air Force most of them in green fatigues. We were wearing blue dungarees made us stand out from the others on the aircraft but it was much cooler than the wool dress blues we wore when we arrived at Cam Rahn Bay. Stepping out of the aircraft, we were met with the same, slap in the face, hot humid climate as Cam Rahn Bay. It seemed different, somehow, a little less humid maybe, and a feeling of danger that I did not sense in Cam Rahn Bay. I wondered how my fellow Enginemen felt as they disembarked from similar aircraft at the other Swift Base locations. We grabbed our sea bags and other luggage from the tarmac and moved along in single file toward the terminal. Everywhere we looked, were row after row of green aircraft of all types. There were jet fighters taking off and landing on the runway we had just landed in on making deafening sound to our ears. Rows of cargo planes and some helicopters lined the tarmac on which we stood. I learned later that most of the helicopters and other aircraft were nearby at the Marble Mountain Air Base.
We filed into the terminal and were directed to an assembly area near a canteen. Having converted our greenback dollars to Military Payment Certificates (MPC) for short, we made our first purchases of cold sodas while we waited for a ride to our new home. As we sat and pondered our new environment, the vast expanse of war equipment and the orderliness of it all made us stare in awe and realize how small an item we really are.
Very soon, we spotted a man dressed like us in blue dungarees and he headed in our direction.
“Welcome to Vietnam!!!” he yelled and we immediately felt welcome. “Grab your gear and follow me,” he ordered.
We picked up our gear and followed him to a strange looking vehicle. It was a tractor-trailer, but the trailer looked more like a large horse trailer. It was low to the ground and an open door in the side led to benches and poles to hold on to. We tossed our gear inside on the floor and our guide told us it was call a cattle hauler. The name fit somehow, and soon we were on our way to the Small Boat Base near Monkey Mountain. Traveling along a dusty road with red clay dust blowing everywhere. We watched the scenery move by the windows, everything from concertina wire and fenced compounds, to mud huts with thatched roofs and dirty water in rice paddies. After a thirty-minute ride or so, we turned into a long road that led to a waterfront area. The truck stopped in front of a pier with two large APL’s or living barges and the YR-71, which is a repair barge. Two Swift Boats were sitting on skids on the pier between the barges and to the left was a stretch of land with several LCU’s or Landing Craft Utility. We disembarked, grabbed our gear and headed for the office of Coastal Division 12 on board the YR-71. Outboard the YR-71 were numerous Swift Boats nested together in groups of four. They sure looked good sitting there and we wondered which one each of us would finally serve aboard.
We entered the office of the Division Commander, LT Ian M. Bailey, where EN1 Terry Smith presented our orders and introduced us. Mr. Bailey welcomed us warmly and asked us how our flight was and our reactions to Vietnam. He then made a phone call to the APL’s wardroom asking for several officers to come to the office. Our records were turned over to the Yeoman and we waited for the officers to arrive. A tall, Ltjg, Peter Snyder was the first to arrive and looked at us kind of funny.
Lt Bailey said to him, “ Mr. Snyder, you have a new snipe, EN2 Steffes.” I stepped forward and shook his hand. He gripped my hand and said to Lt. Bailey, “ Really, my own snipe, honest?”
I felt somewhat strange but his smile wiped out the anxiety that I felt and we stepped outside to get acquainted. I told him we were part of a class of thirteen Engineman that had trained together in Coronado and were not part of any crews. The course was modified to fit our unique group and although we did not get any underway training on a Swift Boat, we did receive extensive training on the engines and boat systems. He said, “Great, because I have been using a Second Class Boatswains Mate for an engineer.” His crew had been in country for a little over two months and had yet to take charge of his own boat. “We have to have an engineer to get our own boat,” he explained.
He went on to explain that his crew was going on patrol in about two hours and I should get ready to go. He stuck his head in the office and told Lt Bailey that he would be taking me right away. I asked about “break in patrols” and he replied that he would “break me in”. Lt Bailey said that was fine with him and he closed the door. “Break in patrols” were normally assigned to new crews by splitting them up among experienced crews for several patrols to “learn the ropes” before going on their own. Since we were not in a crew, Ltjg Snyder felt it was unnecessary to do this and he would put me in the crew right away. He told me to follow him and leave my gear in the office until tomorrow morning and take some cigarettes and a jacket if I needed it. The mission was the Echo Night Patrol, an area just outside the DaNang Harbor that was manned only at night from 1600 to 0700.
I followed him to the side of the YR-71 where the rest of the crew was already aboard a Swift Boat getting ready to take it out on patrol. He called the crew together to meet me and told a Seaman to report to the office. I was greeted with smiles and handshakes from the crew. These guys looked like seasoned veterans compared to me but they welcomed me none the less.
Figure 1, The Crew of PCF-12 in 1968. I am in the front row, right side.
First was QM3 Gary Rosenberger, our Quartermaster from Baltimore, Maryland. Next was GMGSN Tom Klemash, our Gunners mate from South Carolina. Next to introduce himself was RD3 Kenneth Bloch, our Radarman from Minnesota. Great, my home state, as we shared hometown names, I felt a bond with him right away. He explained that he was also our cook, a job he performed besides caring for our radios and radar equipment. Last but not least, BM2 Johnnie Fitts, from Missouri, our Boatswains Mate and Leading Petty Officer. Mr. Snyder explained that Fitts was in charge of the crew, second in command to him, and the gunner on the after mount, an 81 MM Mortar with a 50 Cal Machine Gun on top. I would be his loader when the Swift Boat Guns were manned.
With the introductions finished, we all turned to our respective tasks, getting the Swift Boat ready to go on patrol. Guns were checked, radios and radar checked, deck gear stowed, charts for the patrol area, and of course the engines. I checked fluid levels in the engines, spare oil and water in cans, loose gear in the engine room and lazarette, fuel level in the tanks, fresh water, valve lineup for fuel tanks, all routine for me. I felt good about the status of the engines and when ready, I started them up, started the Onan Generator and unhooked the electric cable from shore power. As each of us reported ready to get underway, the lines were cast off and we proceeded to the APL to pick up chow for the patrol. We tied up to the APL and waited for Bloch to come back from the galley with tonight’s supplies for supper. I was eager for my first patrol and nervous at the same time. Everyone said it would be just routine, easy for them to say, they had done this before.
I remained topside as the Swift Boat moved away from the APL and turned its bow toward the harbor entrance. I enjoyed the wind in my face and watched the scenery go by, wondering whom and where the enemy was hiding. How would I react to my first firefight? What would I do if we had an engine casualty while engaged with the enemy? How long would a fire fight last? Would this crew accept me? All of these things ran through my mind as we moved ever closer to the open sea.
CHAPTER FOUR
First Patrol
The Swift Boat stopped at an empty pier near the Coastal Surveillance Center. A South Vietnamese Sailor climbed aboard and introduced himself as Phoung. He was our interpreter and always went on patrol with our crew. His family lived near Hue and his English was pretty good. His job was to speak to the fishermen and interpret their papers. Each Vietnamese carried his own ID card and the boats had papers. These had to be checked and although we had been trained to look for proper papers, only these guys could tell the fakes from the real ones. Mr. Snyder walked up to the CSC to get the latest intelligence and code books for the Echo Patrol Area. He returned shortly and without delay we cast off the lines and headed for our operating area.
A short high speed run to the harbor entrance showed the Swift Boat had some spunk and I felt the surge of power under my feet as the boat sped across the waves.
We approached some small sampans entering the harbor and as Gary Rosenberger steered the boat toward them, he pushed the button that made the siren on the top of the cabin wail its warning tone. I went up to the pilothouse and Mr. Snyder informed me that we were going to search this watercraft. My job was to stand clear with an M-16 rifle and watch the crew at work. The sampans came alongside and tied up with their lines. One man was in the gun tub, one was steering from the after helm, one man manning the radios, and the rest of us stood on the rear of the boat. Phoung came topside and reached for the papers handed to him by the fisherman. It was very sad, they looked so poor, clothes were ragged, and the boat looked barely seaworthy. I watched as the crew ordered the fishermen to open up the covers in the boat, open baskets containing fish, other containers held rice and other supplies. They looked frightened but Phoung soon put them at ease as he handed their papers back. All was in order and Johnnie Fitts handed them packets containing fishhooks, line, and some tobacco and papers. Fitts explained that these were Psy-ops packages, designed to help the fishermen and make friends with them. Some government literature was included to enlist the help of these fishermen in identifying Viet Cong infiltrators and giving us information on their activities in their villages and fishing grounds.
With all things in order, we cast off the sampan and it proceeded on its way. I was able to ask questions but it seemed pretty straightforward and simple. Mr. Snyder explained that being vigilant was very important and the enemy used the fisherman by moving among them as they infiltrated supplies and arms into the south. Any fisherman with bogus papers or carrying too much rice or suspicious bundles must be taken seriously. He explained that we also boarded and searched boats and junks at night using our board and searchlights and I should check them out before dark to make sure they are working properly. They operated off the Onan Generator.
Mr. Snyder called in to CSC DaNang, call sign “Article” to report that we were on station and assumed the call sign “Enfield Cobra Echo”. The Swift Boat moved north through the “Gap” and into the bay that made up the patrol area “Echo”.
The crew settled into the routine of watching for boat traffic, while Ken Bloch started cooking supper. For the rest of the evening, Enfield Cobra Echo patrolled this large bay stopping and searching several sampans and one large cargo junk. As darkness closed in, we turned off the lights and half the crew lay down to catch a few winks of sleep always ready for any emergency.
Enfield Cobra Echo is a relatively quiet patrol area, turns out to be a good one for me to learn the ropes on. We contacted an Army Fire Base on the beach area and received some H&I, (H&I stands for “Harassment and Interdiction”), targets for later firing. Usually, the crew would get up around midnight and fire several rounds into these coordinates, which are suspected VC infiltration routes. The purpose is to keep the VC off balance and possibly cause a few casualties to the enemy.
So it happened then, that at the turn of the watch around midnight, our crew moved into position and fired 10 rounds of 81MM, high explosive mortar rounds onto Chon May Point, a peninsula that made up the northern edge of our patrol area. I remembered my training well and the loading of the mortar rounds went well. I then stood the midnight to 0200 watch with BM2 Fitts, taking turns at the wheel and up on lookout in the gun tub. I observed many flares and blinking lights from aircraft along with red streams of tracer fire leading to the ground. It certainly looked like a war going on from where I sat. Sometime around 0400, as I got up for my watch again, loud booming sounds coming from the beach area meant the Army was firing its artillery for someone in trouble. We stood two hours on and two hours off watch during the night and found my mind wandering to the danger posed by the noises of war in the night. Somehow, I fell asleep in the bunk down in the forward compartment. Soon it was time to go on watch again at 0400. I was in the gun tub when the sun began to rise in the east. The fishing boat traffic was already underway from the DaNang harbor heading toward the rising sun. The patrol was nearly over and I went down to wake the rest of the crew. I checked my engines once again and as the crew arose, cleanup began in earnest. The Echo patrol area had no relief on station so we proceeded into the harbor. A stop at the Vietnamese Navy Pier to drop off Phoung and turn in the pubs to CSC, took a few minutes and then it was full speed to the nest of Swift Boats tied up to YR-71. I felt sticky and needed a shower which made the gray barracks ship look very inviting. I looked forward to getting my gear stowed in a locker and finding my own bunk. We still had work to do, as I was about to find out.
We tied up to the pier where we took on ammunition to replace what we had fired and then over to the YR-71 location of the fueling hose. I topped off the fuel tanks and fresh water.
We moved the boat to the nest and I hooked up shore power followed by securing the engines and Onan generator. As each of us began our checkout and cleanup duties, I talked to BM2 Fitts about the engine logs and where I would get the oil and water to replenish the cans stored on deck. I checked all my levels and filled up the engines with oil and water as needed. A quick wipe down of the engines and then asked if I could help anyone else. Before we left the boat, Ltjg Snyder took a look around the boat and asked me if I had any questions. He assigned Fitts to assist me in getting my gear over to the APL and checked in properly. I had to get sheets, blankets, drop off my records at personnel and then get cleaned up.
As I went to all the places to check in, I got a shot from sickbay that was forgotten, issued malaria pills, and found out how we get paid. I reminded Personnel that although I was on an extension of my enlistment, it had not started yet so I could re-enlist anytime up to July 11th. It was decided that July 6th would do just fine and the papers would be drawn up. Hopefully the patrol schedule would allow this to happen. From there I proceeded to the berthing area and met HM1 Wood, the Master at Arms. He assigned me a bunk, a locker, and issued bedding to me. Fitts left me alone to get squared away, showed me where the rest of the crew slept, and said we could go over to the club later for a beer or two. Our next patrol would be tomorrow and he would let me know as soon as he found out. He explained that the boats assigned to different patrol areas departed at different times depending on the transit distance.
I ended my second day in Vietnam with a couple beers at the EM Club in Camp Tien Sha and crawled into my bunk where I slept soundly for the first time in several days.
CHAPTER FIVE
On Patrol June 5, 1968
My third day in DaNang began early as I climbed out of my bunk and looked around at my new home. The berthing compartment had canvas bunks rigged five high, was cramped, but it was air-conditioned. With the outside temperature in the 90’s, it certainly felt good to me. I dressed and headed for the mess decks for breakfast. There I found the rest of the crew known as Crew “F”, filling up on eggs and bacon. BM2 Johnnie Fitts informed me that we would be leaving at 0900 for patrol area Delta, north of DaNang and gave me the number of the boat.
I finished my meal and headed for the berthing compartment to pick up some gear for the patrol. This being my first full patrol, I wasn’t certain what to bring, so I packed a change of clothes, a book, cigarettes, and my shaving kit. I took my working jacket just in case the weather turned colder up north. It turned out that my instinct were correct and I had packed the right things.
I proceeded to the boat we were assigned for this patrol and dropped my bag in the forward compartment. The rest of the crew was already hard at work checking out the boat. Normally the crew that used the boat last would have cleaned it, rearmed, and refueled it when they came in. Whoever owned this boat would have the day off since we were using their boat. I dropped into the engine room and began my engine checks, made sure that I found the tools and the spare oil and water cans were full and secured on deck. This being done, I looked around to see if I could help someone else get ready. I felt welcome among these veterans but felt apprehensive for the moment of our first engagement with the enemy and how I would fit in. Maybe our Skipper would hold drills or something, I could only hope. In the meantime, I knew that my engine room was ready and started them up to listen to the sounds of the powerful Detroit Diesel 12V71 engines. All sounded good and as the engines warmed up, the Skipper came aboard. We all reported ready to get underway and he headed for the pilothouse to stow his gear.
QM3 Gary Rosenberger eased the PCF away from the nest and headed for the APL to pick up chow for the patrol. Once alongside, RD3 Ken Bloch climbed aboard to pick up the food and supplies for the patrol. When he returned we all pitched in to bring it all aboard. We had enough for lunch on the way, a dinner while on station, and breakfast in the morning. There was also lunchmeat, bread, potato chips and stuff to munch on between meals. Ken Block informed us that we would have fried chicken and mashed potatoes, gravy, and green beans for dinner. What a feast!!!! Once the supplies were loaded, Gary Rosenberger moved the boat out into the harbor and on to the South Vietnamese Navy Base to pick up our interpreter. Everything seemed to be according to a plan and I was feeling very good about this duty.