I became a member of the World’s Finest in January, 1969. I arrived in Korat in August 68 as one of four crews assigned to the 44 TFS flying the F-105F 2098 mod (back seat stick removed and replaced with a CRT pedestal for night, single ship radar bombing) using Terrain Avoidance radar. After LBJ’s bombing halt on Halloween the squadron reverted to a Wild Weasel mission, and the pilots continued to fly day strike sorties with the squadron. We navigators (we weren’t called WSOs until later) were in limbo. John Winston asked someone in the 469th about the possibility of joining the squadron as back seaters. He and I were accepted (two others went to Udorn). Our RTU was an afternoon going through egress training and another afternoon on the F-4E’s WRCS (Weapons Release Computer System). My first ride in the F-4 was in the back seat of Chuck (I’ll only be a minute) Sharp on a mission to Northern Laos.
I lived in the C-flight hootch, rooming with John Winston. We moved into Emo Boado’s and Joe Wilson’s room. We were welcomed into the GIB world, and I finished my tour there with a total of 173 missions, most of them in the F-4E.
Stories
One of my early missions was with Jim Woods. I had become familiar with his TDY name, Speed Davis, and in the process of preflighting the weapons that day, I had a question and called to him Capt Davis. He said “What did you call me?” I said Capt Davis seriously. He just laughed. How was I to know what his real name was, green as I was.
Since I was not crewed with a pilot on a regular basis, I frequently flew with wing staff. Jack O’Donnell the Wing Director of Operations, also a Thud pilot, was not a fan of back seaters and suggested I go cold mic. I did so, monitoring all the things I was supposed to. We were carrying rockets on mission to the PDJ (Plain of Jars area of North Central Laos). Just before rolling in, he casually mentioned over the intercom that he liked to fire rockets to hit within the burn time. While trying to figure that out, I saw a thatched roof on both sides of the limited view forward that I had before he fired and pulled off. Ah, so that is what he meant.
On a mission with Skip Dudgeon, he asked me on the way to the tanker if I wanted the pre or post-strike refueling. A little perplexed since I hadn’t done that yet, I told him to take it. On the way home he suggested I take the refueling. I said I wasn’t checked out on that. After debrief, he took me to Gordy Thomas, the squadron Operations Officer, and told him Lt. Giddens couldn’t air refuel. Gordy gently stabbed my navigator wings with his index finger and mentioned to Skip I wasn’t a pilot.
After Korat, I was assigned to Yokota flying the F-4C (what a letdown) in the 347th TFW. I checked in and was asked about why my F-4 training was not in my 846. I said that I had not been through training at Davis Monthan. That created more concern than I understood at the time, and thought wasgiven to sending me through the RTU at DM. After answering some questions about how many air refueling missions (all of them) and heavy weight ordnance deliveries (all of them) in the F-4, I was certified OR. We relocated to Kadena in 71 from the 347th TFW to the 18th TFW. There I got my vampire patch back as a 44 TFS WSO.
From Kadena I went to Cannon to check out in the F-111D. Bad timing. The oil embargo of 73 and other cost cutting moves reduced flying hours and increased simulator time. To school at Leavenworth in 77 and to TAC HQ as a staff weenie. Back to flying in 81 at HMN (Holloman AFB) flying the AT-38 at LIFT (lead-in fighter training). I led the 465th TTS academic squadron. From there to Pentagon (84-88), to Kunsan 88-89 as CSG/CC. I think I got that job because Pete Hayes was 7AF/CV and there had been some morale issues at the Kun. I had run into Pete at TAC where we both worshipped at the chapel. From Kunsan I took over the MacDill CSG from an old college friend. In 90, I deployed to Riyadh to run the CSG during Desert Shield/Storm. Finished my career in 96 at Shaw on the 9AF staff. Moved to Fredericksburg VA in 97 to be near children and grandchildren (now 9) and found work in industrial coatings and later into residential remodeling. Completely retired in 2009 and doing busy work at home and helping at church and community.
Because of the 469th tour I applied for pilot training but was turned down because of a Catch 22. I couldn’t get an age waiver because I hadn’t applied before reaching the age limit. I couldn’t apply then because of vision restrictions. Denied on appeal. It all worked out, and I am grateful for the guys I served with.
George Giddens, 2020
George read a draft of this album and provided some comments. They add to our story and are provided here. Thanks, George. Don, Feb 2023
Igloo White. I flew a few IW missions, and the description provided seems pretty close to what I recall. I do remember plotting “strings” on a map that corresponded with sensors that Batcat monitored and relayed to us. My recollection is that our missions were part of the “Dawn Patrol” (night) in 3-ship formations where we did interdiction along the Trail. We did get good BDA, and some thought that brought attention to the Task Force Alpha and 7AF, which put the kibosh on our real time truck killing. Attack would proceed with lead dropping flares, then 2 & 3 strafing or laying BDUs 24/48. George, Nov 2022
