Welcome to the 106th Rescue Wing of the New York Air National Guard, located at Francis S.Gabreski ANGB in Westhampton Beach, New York. The 106th RQW is one of only three rescue units in the Air National Guard and also the home of the ANG's oldest flying unit, the 102nd Rescue Squadron. Today, the mission of the 106th is to provide combat search and rescue (CSAR). In peacetime, the wing performs search and rescue on behalf of the State of New York and the Federal Government. The 106th RQW performs long range over-water missions using the aerial refueling capabilities of the HC-130s and the wing's newest helicopter, the Sikorsky HH-60G "Pave Hawk".

History;

The 102nd Rescue Squadron traces its lineage to an "aeronautical corps" formed by aviation enthusiasts in the New York national Guard in April 1908. In 1910, the unit raised $500. to finance its first aircraft. The airplane was lost later that year when it crashed on takeoff during maneuvers. In 1911, the Curtiss Aeroplane Company loaned the NY National Guard an aircraft and a pilot named Beckwith Havens. He later joined the unit as a private and was recognized as the National Guard's first aviator.. The unit became an actual aviation company when the 1st Aero Company, Signal Corps, NY National Guard was established on November 1, 1915. First Federal recognition as a constituted unit is traced from that period. The 1st Aero Company became the first National Guard aviation unit to be called into Federal service when it was federalized on July 13, 1916 for use in the Punitive Expedition against Pancho Villa in northern Mexico. The unit remained in Camp Mineola, NY. On November 18, 1916, aviators of the First Aero Company, NY NG, flying seven Curtiss JN-4 "Jennies" made the first mass cross-country flight in U.S. military aviation history. Twelve of the unit's aircraft flew from Mineola, NY to Princeton, NJ on the 18th and returned the next day. When the United States entered World War I, all National Guard aviation units were dissolved. New York's 1st Aero Company was no different and it was disbanded on May 23, 1917. The founder of the unit, Captain Raynall Cawthorne Bolling and almost all of the members of the unit left the National Guard to join the Army Signal Corps Reserve and in May 1917 founded the 1st Aero Reserve squadron. That unit was sent to France in August 1917 and redesignated the 26th Aero Squadron. Its personnel and aircraft formed the basis for an aviation school and maintenance unit. After the war, a group of veteran pilots initiated the formation of an Aero Club. This group was eventually organized on March 22, 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 August 8, 1921. At the time of formation, the pilots were trained in aerial observation in New York city while flying from Mitchel Field in Long Island. The unit was redesignated the 102nd Observation Squadron on January 23, 1923. Later that year, operations were consolidated at Miller Field, a wartime facility on Staten Island. When the United States entered WW II, the 102nd Observation Squadron was again activated for Federal service. Most of the members served in other units during the war and the 102nd Observation Squadron went through several transformations during the war. The 102nd returned to state control on May 24, 1946 and was reassigned to the New York National Guard as the 102nd Bombardment Squadron (Light). On the same day, the unit was assigned to the 106th Bombardment Group (BG) newly established and allotted to the NY National Guard. In 1947, the 106th was assigned a second squadron, the 114th BS (L) federally recognized in June of that year. The 114th was inactivated on June 14, 1958 with a change of aircraft and mission for the 106th. The 102nd BS (L) was authorized to reorganize on January 1, 1947 and received federal recognition on February 20, 1947. The squadron was flying B-26B/C from Mitchel Field until January 1948 when the squadron and group were relocated to Floyd Bennett Field in Brooklyn, NY. Operations continued from Brooklyn until a call to active duty as part of the Korean war call-up came on March 1, 1951. Later that month, the squadron relocated to March AFB, CA and was redesignated the 102nd BS (M) on May 1. The unit converted to the B-29A "Superfortress" and the 106th was redesignated the 106th Bomb Wing (Medium) under the Strategic Air Command. The 102nd continued operations under SAC until the 106th was redesignated the 320th BW (M) on June 16, 1952. The squadron returned to state control on December 1, 1952 and was redesignated the 102nd BS (L) under the 106th BG. Members of the 102nd returned to the B-26s. In 1954, the first of several mission and aircraft changes that would affect the wing for the remainder of the 50s took place. The 106th entered the jet age and accepted its first jet, the Lockheed T-33A "Shooting Star". Less than a year later, the wing received the F-94B "Starfire" designed specifically for the homeland defense role. On June 15, 1957, the 102nd was redesignated a Fighter Interceptor Squadron. Service with the F-94 was short lived and the 106th re-equipped with the North American F-86 "Sabrejet" in late 1957. In the later part of 1958, the 106th received notification of another mission change and aircraft conversion that was not popular with the fighter pilots of the 102nd. The unit converted to the C-119 "Flying Boxcar" and was redesignated the 102nd Aeromedical Transport Squadron on September 15, 1958. For the following three years, the unit flew general purpose air transport and aeromedical evacuation flights for the Air National Guard and the Air Force in the CONUS and around the world. In July 1960, the unit became MATS-gained upon implementation of gaining command concept. As aircraft availability and obsolescence forced the active duty force to adapt and restructure, so too did the Air National Guard. During the winter of 1962, the 106th received another aircraft, the Boeing C-97A "Stratofreighter". On January 1, 1963 the unit was redesignated the 102nd Air Transport Squadron (Heavy). The 106th flew this aircraft and supported the U.S. build-up in Southeast Asia from Floyd Bennett Field from 1963 until 1969. In 1969, Air National Guard units equipped with the C-97 freighter version returned their aircraft to Boeing for conversion to aerial tankers. Reflecting the new mission, the 106th was redesignated the 106th Air Refueling Group on September 17, 1969 and became TAC-gained. The 102nd was again placed on active duty from March 24 to 26, 1970 to move the U.S.Mail during a postal workers strike. Despite the massive buildup for the war in Vietnam, there were cutbacks in active duty bases in the CONUS during this tine. Suffolk County Air Force Base, located in Westhampton Beach, NY, had been an air defense base for years. In 1968, the Air Force announced that the base would close in 1969 and the 52nd Fighter Wing would inactivate. During that time, the Air National Guard and New York State also discussed the relocation of the 106th Air Refueling Group to Suffolk County Airport. The Air Force had turned over the base to the Suffolk County government. In 1970, the advance elements of the 106th ARFG and the 102nd ARFS arrived at the base and made arrangements for the transfer of the group's remaining personnel and equipment. In less than a year, the entire group, its personnel, aircraft, support equipment and infrastructure had been relocated from its Brooklyn home of 24 years to the eastern end of Long Island. It was the end of "The Brooklyn Air Force". The 106th returned to the Aerospace Defense Command on June 6, 1972 and converted to Convair F-102 "Delta Dagger". Now designated a Fighter Interceptor Group, the 106th flew the F-102 for three years until another conversion was announced for the unit. The 106th was ordered to turn in its fighters and prepare to receive the Lockheed HC-130H/P "Hercules" and the Sikorsky HH-3E "Jolly Green Giant".

On June 14, 1975 the 106th was redesignated an Aerospace Rescue and Recovery Group and assigned to Military Airlift Command. Its primary mission became one of saving lives and the mission change would have far reaching effects and a profound impact on the unit itself, Long island and the northeastern part of the United States. On October 1, 1989, the 106th was redesignated an Air Rescue Group. In the Fall of 1990, the 106th ARG turned in its well-worn HH-3s in exchange for brand new Sikorsky HH-60G "Pave Hawks". In 1993, the 106th Rescue Group was redesignated the 106th Rescue Wing, its current designation. In 2000, the 102nd Rescue Squadron, the wing's flying element, celebrated its 85th anniversary. The 102nd is the oldest flying unit in the Air National Guard and one of the oldest in the Air Force.

The aircraft;

The 106th Rescue Wing flies the HC-130P and the HH-60G. The HC-130P is an extended-range, combat search and rescue version of the C-130 Hercules transport aircraft. The primary mission of the HC-130P is to extend the range of combat search and rescue helicopters by providing air refueling. The HC-130s are also flown as long-range search platforms and command posts in the rescue mission. Secondary missions capabilities include performing tactical airdrops of pararescue specialist teams, small bundles, zodiac watercraft, or four-wheel drive all-terrain vehicles providing direct assistance to a survivor in advance of the arrival of a recovery vehicle. Other capabilities are extended visual and electronic searches over land and water, tactical airborne radar approaches and unimproved airfield operations. The HC-130P is based on the airframe of the C-130H tactical transport and is equipped with four 4,910-shp Allison T56-A-15 turboprop engines.Major modifications to the aircraft included observation windows on both sides of the forward fuselage, a recontoured nose radome incorporating the Fulton STAR recovery system, a bulged dome fairing atop the forward fuselage which houses the AN/ARD-17 Cook Aerial Tracking antenna, and a set of rails running longitudinally along the lower portion of the (inward folding) cargo door. The HC-130P differed from the HC-130H in being configured as an aerial refueling platform, equipped with two external refueling pods and carrying two internal 1,800 gallon auxiliary tanks. The refueling capability was retrofitted to the "H" models flown by the 106th during 1991.

The Fulton STAR (Surface-to-Air Recovery) system is the most visible modification to the airframe. A reconfigured radome provides mounting points for the yokes of the STAR system. This system allows the Hercules to retrieve personnel on the ground. This system is no longer used by the Air Rescue Service, however, it is still utilized by the MC-130Es assigned to the Special Forces. The fairing above the forward fuselage contains the AN/ARD-17 Cook Aerial Tracking Antenna.originally developed for locating spacecraft re-entering the atmosphere, This system proved to be quite useful during the Vietnam war in detecting the locating beacons of downed aircrews. In stalled in the cargo compartment is a monorail that matches a set of rail mounted externally on the inward folding portion of the cargo door. These rails form the Overhead Delivery System (ODS). Droppable stores such as life rafts and medical supplies are attached to the ODS and released manually or via the Self Contained Navigation System. This system computes such factors as altitude and wind drift, allowing for precision delivery of equipment. Two external refueling pods are carried under the wings and are identical to those carried by the Marine Corps KC-130s tankers. The pods are equipped with with low-speed drogues which extend a maximum of 81 feet from the pods. However, the drogues must be extended within a 56-75 foot band for the fuel transfer to take place. The rate of fuel transfer from the pods is 800-1,000 pounds per minute. Two 1,800 gallon auxiliary tanks are palletized on the cargo deck and two external 1,400 gallon auxiliary tanks are carried under the wings. This fuel capacity gives the tankers the ability to fly missions lasting as long as 12 hours when acting as a long-range search and rescue platform over the open ocean.

The aircraft are equipped with instrumentation compatible with low--light night vision goggles. In addition, it carries the AN/APN-59 radar system which provides both a weather radar and a terrain mapping / terrain avoidance radar. Normal crew consists of a pilot, co-pilot, flight engineer, radio operator, loadmaster and para rescue jumpers (PJs). The number of PJs carried is dictated by the type of mission and if the aircraft is coordinating a rescue operation, an airborne mission commander joins the normal crew. The pararescue jumpers are specialist trained in emergency trauma medicine, harsh environment survival and assisted evasion techniques.

Completed in fiscal year 2000, the HC-130 fleet underwent extensive modifications and now features improved navigation, communications, threat detection and countermeasures systems. Ongoing modifications for the HC-130 include an integrated global positioning system navigation package, radar and missile warning receivers, chaff and flare dispensers, airborne integrated satellite communications radios and cockpit armor. Selected aircraft are in the process of being equipped with night vision goglles-compatible interior and exterior lighting, a personnel locator system compatible with aircrew survival radios. With these modifications, the HC-130s were given a standard radome and lost the fairing above the forward fuselage.

In addition to the HC-130P, the 106th flies the HH-60G "Pave Hawk". The primary mission of the HH-60G is to conduct day or night combat search and rescue into hostile environments to recover downed aircrew or other isolated personnel during war. In peacetime, the HH-60G performs search and rescue missions on behalf of the State of New York and the Federal government.. Other tasks include emergency areomedical evacuation (MEDEVAC), disaster relief, international aid and counter drug activities.Originally designed MH-60G, the helicopter were redesignated HH-60G to reflect equipment installations different from that of the Special Forces. Based on the airframe of the UH-60A/L, the HH-60G has numerous modifications and is powered by two 1,560 shp General Electric T700-GE-700 turboshaft engines. It is interesting to note that the aircraft are procured by the Army in the standard utility configuration, in Air Force camouflage and delivered to the Air Force at Sikorsky's Stratford, CT, factory. The Blakhawks are then ferried to another Sikorsky facility in Troy, Alabama, where modifications are made to incorporate the aerial refueling systems. Following this modification, the aircraft are flown to the Naval Aviation Depot at Pensacola, Florida, where the Pave Hawk mission avionics are installed. The HH-60G features an upgraded communication and navigation suite that includes an integrated inertial navigation / global positioning / Doppler navigation systems, satellite communications, secure voice and Have Quick communications. All HH-60G have an automatic flight control system, night vision goggles lighting and forward looking infrared systems greatly enhancing night low-level operations. In addition, Pave Hawks have color weather radar and an engine / rotor blade anti-icing system that gives the HH-60G an all-weather capability. The aerial refueling modification incorporates an external refueling boom and probe which allows the HH-60G to refuel from the HC-130s. The boom mounted on the starboard side of the fuselage is 7 feet 3 inches long in the retracted position and will extend to 15 feet 8 inches to clear the forward arc of the main rotor blades. Carried under the port side of the nose is the radome for the Bendix 1400C weather / search radar. The HH-60G is also equipped with a radar warning receiver, an infrared jammer in addition to chaff/flare dispensers which are used to counter heat-seeking missiles and radar directed anti-aircraft weapons. Mounted in the starboard cargo door is a hoist capable of lifting a 600 pound load from a hover height of 200 feet. Also part of the rescue equipment is a personnel locating system compatible with the PRO-112 survival radio, providing range and bearing information to a survivor's location. On combat missions, two 7.62mm GAU-2/A miniguns are mounted in the windows to the rear of the pilots. Normal internal fuel capacity is approximately 300 gallons (2,000 pounds) providing a mission duration of two hours. An internal auxiliary tank can be mounted on the aft end of the cargo area, doubling the fuel capacity and unrefueled range of the Pave Hawk. The auxiliary tank is incorporated in lieu of the External Stores Suspension System (ESSS) carried by the Special Forces MH-60Gs.

The mission;

The 106th Rescue Wing's Federal and State missions is to train, organize and operate in a combat environment, and provide search and rescue services (Combat SAR). To execute its assigned missions, the wing must maintain a high level state of readiness. The wing also assist the State of New York in disaster relief and other state emergencies as directed by the governor. With both aircraft, the unit performs overwater search and rescue missions assigned by the competent authority.

A typical Combat Search and Rescue (CSAR) mission will involve three type of aircraft. An HC-130 flying as an airborne command post will monitor a flight of A-10As "Sandys" providing air support to protect downed aircrew from enemy ground troops. Next to move in is a pair of HH-60Gs, with one aircraft moving to make the pickup while the other orbits the area and provide cover fire with its miniguns. Depending on the conditions, the HH-60G crew will either land or bring the downed airman aboard with the hoist. Injured airmen will be assisted by the pararescue jumpers who can be placed on the ground to assist in the evacuation. Following the recovery, the HH-60 will join with the HC-130 to refuel and fly back to base. Other duties for the 106th Rescue Wing include both Space Shuttle and Presidential support. In addition, the 106th provide support to other state and federal agencies. The 106th RQW has supported NASA Space Shuttle launches since the first flight back in 1981. HC-130s crews supported the first four launches from strip alerts in Westhampton Beach. After the initial four test flights, the ejection seats were removed from the Shuttle and rescue support was no longer needed since crews were no longer able to depart the vehicle in flight.. After the 'Challenger' accident in January 1986, Space Shuttles were equipped with a system which would allow astronauts to depart through a side escape hatch and parachute to safety. The 106th Rescue Wing has provided HC-130 rescue support for every Space Shuttle launch since 'Challenger'. The wing has also provided HH-60 aircraft and crews for several launches and recoveries and PJ support at the Trans Atlantic abort sites. The 106th RQW also provides support for the president of the United States when he is in the New York area. In addition, whenever Air Force One crosses the Atlantic ocean, the 106th RW is on station along the flight path. The wing's mission is to provide rescue support in case of an emergency involving the ditching of Air Force One.

In peacetime, the most demanding mission is civil search and rescue. The unit is often asked by the Coast Guard or other agencies to provide humanitarian assistance, and assistance to mariners. On many occasions, the 106th has been called to the scene of a tragedy taking place hundreds of miles offshore. PJs have jumped into waters as far away as the Azores to rescue a sick or injured crew member of a sinking vessel in high winds or heavy seas. For their heroism, numerous unit's members have received awards. In 1994, the 106th received national and international recognition when the aircrews and PJs of the 102nd successfully completed the "longest over-water rescue with an helicopter in aviation history." In December 1994, the 106th launched two HH-60s from Gabreski Airport on a mission that would take them to Halifax, Canada and then, 750 miles out over the Atlantic to search for survivors of the Ukrainian merchant vessel Salvador Allende. The freighter had foundered and sunk in heavy seas almost 800 miles at sea. By the time the two helicopters and their crews arrived over the search area, most of the ship's crew had perished. A merchant ship picked up one survivor. After searching the sea, a survivor was spotted by an helicopter crew member and the two HH-60s prepared to put a pararescueman in the water to save him. TSgt. james Dougherty jumped into the water and retrieved the last living member of the crew. Then, the two helicopters began the arduous seven-hour return flight to Halifax, Nova Scotia. During the 14-hour mission, the two HH-60s had been refueled in flight 10 times by the wing's HC-130s. The pilots in both helicopters spent 14 hours without relief at the controls, all to save one life. The 106th Rescue Wing again received national attention in July 1996 when its aircraft and rescue personnel were the first unit on-scene after the TWA Flight 800 disaster. The unit assisted local, state and federal authorities for more than a week after the tragic event.

In addition to the acclaim it has received, the 106th also supports the active Air Force in contingency operations around the world. Since the end of the Gulf War,, it has provided personnel and aircraft to support Operation Northern Watch in Turkey and Operation Southern Watch in Southeast Asia. The 106th Rescue Wing reports through the Adjutant General to the Governor of New York State. The wing is a subordinate command of Ninth Air Force (9 AF) and is gained by Air Command Command when activated to support Federal missions.