A Brief History of Simmons Army Airfield
Fort Bragg, North Carolina Cultural Resources Management Program May 2005
TABLE OF CONTENTS
Introduction Fort Bragg Army Aviation History, 1918-1947 Fort Bragg and Helicopter Development, 1945-1952 Exercise Test Drop, August 1952 Smith Lake Airfield Helicopter Operations, 1952-1955 Simmons Army Airfield, 1955 – 1960 Establishment of Permanent Simmons Army Airfield, 1956-1959 Simmons Army Airfield and Air Assault, 1960-1970 Simmons Army Airfield, 1970-1990 Airfield Operations, 1990-2002 Simmons Army Airfield, Today References Notes
3 4 6 8 10 12 14 17 20 22 23 26 27
Introduction Simmons Army Airfield (SAAF) is located on the southeast portion of Fort Bragg and supports the aviation needs of the XVIII Airborne Corps, the 82nd Airborne Division, Special Operations, Reserve and National Guard aviation units, and other assigned units. Fort Bragg since its founding in 1918 has always had an association with aviation. The first airfield was a former farm field used as a landing strip for bi-planes and artillery observation balloons. This airfield later became Pope Field which today is Pope Air Force Base. As Pope Air Force Base portrays the beginnings of Fort Bragg aviation history, Simmons Army Airfield represents its recent history starting in 1952 and continuing today. Combat engineers constructed SAAF in August 1952 to test and practice aerial deliveries of construction equipment and other supplies. During its early years, transportation remained the primary focus of Simmons Army Airfield until 1956. That year all Army aircrafts moved to the airfield, thus expanding its mission to include air mobility/air assault, surveillance and other military operations. Simmons Army Airfield played a vital role in military operations during the Cold War, the Gulf War, and it continues to do so today in the Global War on Terrorism. As SAAF prepares to upgrade its facilities to better support its mission, the Fort Bragg Cultural Management Resources Program has developed this history so that future generations can learn about the history of Fort Bragg aviation during the second-half of the twentieth century.
Fort Bragg Army Aviation History, 1918-1947 From its beginning Fort Bragg has had an important aviation connection. In 1918, biplanes and artillery observation balloons used a former farm field north of Camp Bragg as a landing strip. On December 28, 1918 pilot Lieutenant H. Pope and crewmember Sergeant Walter Fleming landed here in a JN-4 “Jenny” as they mapped air routes between Emerson Field (Fort Jackson, South Carolina) and Newport News, Virginia. On January 1, 1919 Pope and Fleming resumed their mapping work flying from Newport News to Camp Bragg and then Emerson Field. Engine trouble forced them to make an emergency stop at Weldon, North Carolina. Repairs kept them at Weldon until January 7 when they continued to Camp Bragg. That evening they crashed into the Cape Fear River, one mile north of the Clarendon Bridge, killing both flyers.i In February 1919 Pope’s unit, the 276th Aero Squadron, was assigned to the Camp Bragg field. On April 5, 1919 the field was named in Pope’s honor. During its early years, the Pope Flying Field served artillery observation and mail service biplanes. The field had a grass runway, four
wood-frame hangars, and a small cantonment. In 1923 a parachute jump from an observation balloon initiated the development of airborne operations. By 1925 Pope Field had four hangars, a sod field, and a few support buildings. Pope Field gained fame when in December 1927 Langley Field’s First Provisional Bombardment Squadron staged out of Pope to conduct the first precision aerial bombing, destroying a bridge on the Pee Dee River. In 1929 Pope Field initiated the first joint air-ground operations instruction. Little construction took place in the 1920s, but in the 1930s permanent buildings went up. In 1930 the field received runway lights and a beacon system. Buildings erected during the 1930s included: a double hangar, a fire station, a dispensary, one 163-man barrack (named in honor of Walter Fleming who died with Pope), and family housing. These buildings survive as part of Pope’s historic resources. In 1940 the runway was paved. Pope continued to provide artillery spotting service and Army aviation into World War II. During the war the 317th Tactical Airlift Wing formed here and on September 5, 1943 dropped troops into New Guinea. Later the wing supported airborne operations in the Philippines. A close relationship between Pope and airborne operations developed during World War II and still today Pope Air Force Base puts the “air” in airborne. During World War II Pope Field became a troop carrier training site where air and ground crews supporting the airborne forces acquired the appropriate skills.ii
Following World War II Pope Field became an Air Force Base in 1947. During that year cargo planes based at Pope Air Force Base tested heavy equipment drops at Fort Bragg. Army aviation aircraft shared the base with Pope’s C-82’s troop carriers until Simmons Army Airfield received all army aviation assets in 1956.
Fort Bragg and Helicopter Development, 1945-1952 During World War II the helicopter came into very limited service for medical evacuation, but its combat role remained uncertain for a number of years. Following the war, visionary airborne leaders conceived of helicopters as attack and air assault platforms. In a 1945 Fort Bragg air assault test, Project XAB-296, an R-6 helicopter fired a 75mm Recoilless Rifle. The December 14, 1945 test report indicated that the project had been shelved due to problems such as broken plexiglass and a bent tail cone. This failure did not deter air assault advocates from refinements and more testing. Fort Bragg served as a test center in 1947 when the Army Field Forces Board Number 1 received a YR-13 helicopter for medical evacuation experiments. An accident claimed this helicopter, but it was soon replaced by two more YR-13’s. Twelve more YR-13’s arrived the next year for additional tests. These tests indicated that helicopters could evacuate the wounded with greater speed than vehicles.
General James Gavin, 82nd Airborne Division commanding officer, directed Army Airborne Panel helicopter medical evacuation tests with the 82nd Airborne Division in 1948. More elaborate tests during the summer of 1949 replayed helicopter medical evacuation. The 82nd Airborne Division employed Sikorsky H-18 helicopters, modified to carry two internal litters, and a medical attendant, in simulated evacuations. Results demonstrated the helicopter’s potential for rapid aerial evacuation.iii In February 1952 the XVIII Airborne Corps received the mission to conduct tests and training of airborne delivered heavy construction equipment. These tests would include mass parachute drops of airfield construction equipment to build “airfield-in-airhead” facilities that could accommodate cargo aircraft traffic.iv With effective wartime airborne delivery, airfields could be built by the airborne inserted troops.
Exercise Test Drop, August 1952 As part of Exercise Test Drop the 406th Engineer Brigade constructed an airfield in the vicinity of Smith Lake on land newly acquired by Fort Bragg. Eighteenth Air Force C119’s dropped the first load of heavy construction equipment on August 4, 1952. Using ten-percent of the 406th Engineer Brigade personnel, working two nine-hour shifts, they built a 4,000-foot long runway. During the night shift searchlights of the 88th Searchlight Company provided illumination. Despite troublesome gnats and hot weather they had the field ready in ten days. v Once constructed C-119 and C-124 transport aircraft made test landings and take-offs. These tests identified some weaknesses that would be corrected in future airborne airfield construction. Additionally, the runway material lacked sufficient strength and taxiways and unloading facilities were too limited. The runway would have to be repaved before it could handle substantial traffic. vi The Test Drop Exercises refined the concept of aerial delivery of heavy construction equipment. At a planning conference in March 1952 it was observed that previously only three of the many types of construction equipment proposed for the Smith Lake drop had been successfully dropped. A series of exploratory drops, between April and July 1952, provided the data to make the Smith Lake aerial delivery effective. Later tests and Test Drop airfield construction projects refined the heavy equipment parachute insertion and construction techniques. A partial listing of the heavy equipment dropped indicates the significant challenges. At Smith Lake; nine dozers, 15 tractors, 15 scrapers, two cranes, and a number of trucks were dropped onto the construction site. The total weight of construction equipment used at Smith Lake was 866,050 pounds. vii During its first years the field was known as Smith Lake Airfield (Smith Lake was named for the original property owners). Further Test Drop exercises included a January 11, 1953 aerial drop of a Quonset hut. A C-119 carried the 20’ x 48’ Quonset hut, palletized on two separate load bearing platforms. Each load weighed 6,000 pounds, and required
two 100’ parachutes. One load dropped well, except landing 1,500 feet from the designated building site. As the second load left the aircraft, the extraction system failed preventing one of the parachutes from opening. Compounding the problem, the second parachute did not inflate until 100 feet from the ground. With the parachute difficulties the load crashed to the ground causing considerable damage to purlins and window frames. Between engineer ingenuity and building repairs a serviceable building was created and served as the airfield operations building until 1956 and after that as parts storage. The Quonset hut remained in use until April 1964 as building P-T-3644. The Test Drop Exercises provided the forum to develop and refine heavy equipment parachute delivery. Test Drop played an important role in the emerging airborne heavy drops. Today, airborne heavy equipment drops are relatively routine due in part to these early experiments. Smith Lake Airfield Helicopter Operations, 1952-1955 In June 1952 the 6th Transportation Company (Helicopter) arrived with 21 H-19C and two H-13 helicopters. The 6th deployed to Korea in December 1952 as the first combat helicopter company. Its first Korea operation took place on March 20, 1953 when it made an emergency resupply of isolated 3rd Infantry Division troops.viii On May 3, 1953 the 6th carried out its first large troop transport mission, helicoptering 400 Republic of Korea soldiers to the battlefield.ix The 509th Transportation Company (Helicopter) replaced the 6th at Smith Lake airfield. On May 27, 1953 Fort Bragg engineers completed final plans for an expanded field and started construction the next summer. The runway was repaved and aprons improved in August 1954. In August, the 406th Engineers laid the floor for field’s first hangar, a Butler hangar (P4352, south of today’s hangar P-3954). Today, this hangar foundation is aircraft parking. The hangar provided helicopter maintenance space for Smith Lake airfield which was used for cargo helicopter functions until the establishment of the Simmons Army Airfield Command. With the establishment of the Simmons Command in March 1956 all Army aircraft moved to the new airfield. On November 3, 1953 two 509th H-29B helicopters collided near the field and crashed into the Bonnie Doone area 200 yards east of Bragg Boulevard. One pilot, Warrant Officer Herbert W. Simmons, Jr. was killed. The second pilot, Warrant Officer Lawrence T. Aaron received injuries.x Simmons, a native of Cedartown, Georgia, had five years service and resided with his wife Helen at Butner Court family housing (former World War II Hospital #3). Aaron’s hometown was Clarton, Pennsylvania and he lived with his wife at 207 Spear Drive, Wherry Housing now known as Bougainville Housing.
The airfield was named in honor of Simmons on June 21, 1955. Mrs. Simmons and oneyear-old son Jimmy Herbert Simmons attended the ceremony. Major General Joseph P. Cleland, commanding general of Fort Bragg and the XVIII Airborne Corps, honored Warrant Officer Herbert Simmons, Jr. “A formation of all staff officers of Post Headquarters stood at attention as the adjutant general of Fort Bragg read the general order officially proclaiming the change in name. Then with heads bowed, the assemblage joined Chaplain Frances L. Sampson as he offered a prayer in memory of the late Warrant Officer Simmons.”xi Thirty-three years later, in 1988, Jimmy Simmons made a return visit. Helicopter training and evaluations continued in the mid-1950s. In July 1955 the 6th Transportation Company tested medical evacuations using the enlisted golf course (now Stryker Golf Course). The 6th had seven H-19 and two H-13’s participating in the tests. Also, during the mid-1950s the new and exciting U-10 aircraft received testing at Simmons. Pilots discovered that the U-10 Courier could take off from or land in a jungle clearing or a soccer field. This aircraft could land on an unpaved surface of 500-feet or less, it even landed once in the Pentagon courtyard.xii While the U-10 impressed pilots the Army focused on helicopters, discontinuing its use. In the early 1960s the Air Force started purchasing the plane, supplying them to the Central Intelligence Agency (CIA). The CIA use in extreme conditions renewed Army interest and U-10 purchases in 1963. A number of U-10s were stationed at Simmons in the mid-1960s as Special Forces aircraft. They also served in Vietnam in covert operations, psychological warfare missions (dropping leaflets and propaganda broadcasts), and supply drops. Most of the Army’s U-10s were stationed at Fort Bragg and in the Canal Zone, Panama. The first U10 from Fort Bragg is now in the Army Aviation Museum at Fort Rucker, Alabama. Simmons AAF hosted numerous helicopter tests. During the Sage Brush Exercise (December 1955-January 1956) the 8th Transportation Company (Helicopter) had the mission of combining aircraft reconnaissance and transport into one efficient unit.
Establishment of Permanent Simmons Army Airfield, 1956 - 1959 Within a few months of Simmons Army Aviation Command establishment the airfield had more than 100 aircraft. By 1958 the number had increased to 139.xiii In 1957 the 82nd Aviation Company was formed at Simmons. The 82nd Aviation Company grew to 60 aircraft and became the 82nd Aviation Battalion on July 1, 1960. This three- company unit became the first aviation battalion to be integrated into a division. Construction in 1956-1957 converted the former Exercise Test Drop field to a permanent army airfield, allowing transfer of air activities from overcrowded Pope AFB to Simmons AAF. This major build up in 1956-1957 included construction of the following buildings:
Storage, P-T2853, 1957 (T: temporary); Oil house, P-2938, 1956; Administration, P-T3038, 1956; Parts Storage, P-3042A&C, 1956; Enlisted Dining, P-3042B, 1956; Maintenance Shop, P-3056, 1956; Administration, P-T-3138, 1956; Administration, P-T-3237, 1956; Hangar, P-3354, 1957; Maintenance Shop, P-3642, 1956; Heating Plant, P-4041, 1956; Shop, P-T-4166, 1957; Shop, PT-4168, 1957; Hangar, P-4242, 1956; Control tower, P-4443, 1956; Fire and Rescue Station, P-4539, 1957; Operations building, P-4541, 1956; Water Reservoir, P4543, 1956; Water Pump, P-4632, 1956. Fire and Rescue Building, P-4539, 2004. Fort Bragg CRMP. During 1958-1961 additional buildings completed the Simmons AAF; they were: POL Storage, P-2433, 1960; Company Headquarters, P-3639, 1961; Maintenance Hangar, P-3954, 1959; Battalion Headquarters, P3956, 1959; Aviation Operations, P4039, 1960; Hangar, P-4137, 1959; Brigade Headquarters, P-4683, 1961.
In the late 1950s, the Army Corps of Engineers Vicksburg Waterways Experimental Station, which developed Marston Mat and other innovative mats, installed an experimental helicopter landing membrane surface. Simmons operations tested this new mat but it was not adopted. Simmons AAF and Air Assault, 1960-1970 In the early 1960s Fort Bragg and Simmons played an important role in emerging air mobility. In December 1961 the 8th Transportation Company (Light Helicopter), departed Simmons AAF with their H-21 helicopters for duty in Vietnam. The 8th and another unit, the 57th Transportation Company, were the first helicopter units to serve in Southeast Asia. Twelve days after their arrival the 8th airlifted Vietnamese paratroopers into combat, surprising the enemy. Major George D. Hardesty, Jr., commanding the 8th reported that the unit “had performed outstandingly under their first baptism of fire.”xiv On April 19, 1962 Secretary of Defense Robert S. McNamara told the Army that its doctrine on land warfare represented the past, not the future. The Army needed a bold new look at land warfare mobility. A Tactical Mobility Requirements Board had the challenge to create a modern Army aviation. The highly respected Lieutenant General Hamilton H. Howze, commander of the XVIII Airborne Corps, Fort Bragg, served as board president of the group that became known as the Howze Board. The Howze Board sought ideas from many and developed recommendations for helicopters and fixed-wing aircraft in infantry support, transportation, and as antitank weapons. Not only did the Board prepare conceptual recommendations, they conducted experiments to validate their recommendations. The board urged the Army to adopt the airmobile concept. To further test the radical new proposals the Army organized a test division on February 1, 1963. The 11th Air Assault Division conducted two years of tests, including exercises in the Fort Bragg area.
During final testing in October-November 1964 the 11th “fought” the 82nd Airborne Division. This exercise proved the value and potential shortcomings of an airmobile division. On June 28, 1965 the Army announced it would form an airmobile division, the 1st Cavalry Division. Lt. General John Tolson argues that the 1st Cavalry in Vietnam fathered airmobility.xv By 1965 Simmons comprised 23 permanent and 12 temporary structures. Seventeen of the structures had been built 1956-1957, seven erected 1958-1960, and 11 added 19611964. By late 2003 all 12 temporary structures have been removed. The 23 permanent buildings remain in use. While helicopters dominated the Simmons scene, fixed wing aircraft also served here including the XVIII Corps and 82nd Airborne Division liaison planes, Mohawk (OV-1) observation aircraft and the 4th ASTA (Aerial Surveillance Target Acquisition) attached to the 82nd Aviation Battalion. The 4th had 14 officers, three Warrant Officers, and 66 enlisted. The 4th occupied a fenced and secured area that included two hangars. Mohawk OV-1 aircraft of the unit flew intelligence missions. On October 28, 1964 this OV-1 Mohawk unit shipped out to Vietnam. Upon their arrival on December 23, 1964 they initiated intelligence operations.xvi Mohawk operations continued at Simmons into the 1970s. Also, some Army Air National Guard units equipped with Mohawks conducted their training here. In April 1965 A Company, 82nd Aviation Battalion deployed to Vietnam supporting the 173rd Airborne Brigade. For its Vietnam service A Company received the Presidential Unit Citation and the Meritorious Unit Commendation. At the same time Troop B, 17th Cavalry, provided aviation security to the division in the Dominican Republic. Troop B also deployed to Vietnam in 1968 with the 3rd Brigade, 82nd Airborne Division. During July 1965 the 116th Assault Helicopter Company formed at Simmons and trained for duty in Vietnam. The company departed for Vietnam in October 1965 and joined the 11th Combat Aviation Battalion there. Troop B, 17th Cavalry, supported the 82nd Division’s 3rd Brigade Vietnam operations in 1968-1969. The 18th Aviation Brigade activated at Fort Bragg on July 1, 1966, formed from the 269th Aviation Battalion. Following seven months of training, the 269th departed for Vietnam in January 1967 where it served in the 12th Aviation Group, 1st Aviation Brigade. Reorganization on December 1, 1968 changed its designation to Headquarters and Headquarters Company, 269th Aviation Battalion. Their Vietnam operations included participation in ten campaigns. Unit decorations included: Meritorious Unit Commendation for Vietnam, and the Republic of Vietnam Cross of Gallantry with Palm, Republic of Vietnam Civil Action Honor Medal. In 1971 the 269th returned to Simmons AAF.
Simmons AAF, 1970-1990 In the 1970s, the 12th Combat Aviation Group carried out the XVIII Airborne Corps and Fort Bragg air missions. These included airmobile training and disaster relief operations. In 1970 Simmons helicopters deployed to Pakistan to aid flood victims. When a heavy snowstorm struck South Carolina in 1973 269th helicopters flew emergency relief missions. The 12th consisted of the 269th Aviation Battalion (Combat), Flight Standardization Branch, 72nd Air Traffic Control Company, and Simmons Army Airfield operations unit. By 1976 Simmons had 176 aircraft assigned and 375 flights operations a day. In 1983 the number grew to 298 aircraft. The 82nd Combat Aviation Battalion expanded in July 1979, acquiring the 119th and 129th Assault Helicopter Companies of the 269th Aviation Battalion. These two companies became A and B companies of the newly designated 82nd Combat Aviation Battalion. The Battalion deployed to Grenada for Operation Urgent Fury in October 1983 and remained into 1984. On January 15, 1987 the 82nd Aviation Brigade was formed out of the 82nd Combat Aviation Battalion, 1st Squadron, 17th Cavalry, and the 269th Aviation Battalion. The building construction program did not keep pace with operational requirements. Some relief came in the late 1980s and early 1990s with the construction of five new hangars. In the early 1980s there were 22 operating activities with total personnel strength of 2,134 and 298 assigned aircraft. The 82nd Combat Aviation Battalion with 95 assigned aircraft and the 82nd Airborne Division with 82 aircraft assumed the greatest importance. Other units included the 18th Aviation Company with 39 aircraft, the 196th Aviation Company with 17 aircraft, the 35th Signal Brigade with 15 aircraft, the 1st Special Operations Command, U.S. Army Airborne Board, 58th Air Traffic Control Battalion, 57th Medical Detachment (Air Ambulance), 517th Transportation Company, Post Aviation, Aircraft Branch (Installation Materiel Maintenance Division), and 313th Military Intelligence Battalion (Electronic Warfare). The Fort Bragg Flying Club, organized in 1971, occupying two temporary buildings on the east side of the airfield had an average of 25 aircraft.xvii The Flying Club was disbanded in 1999. On August 17, 1987 the Headquarters and Headquarters Company, 269th Aviation Battalion, reorganized and was redesignated as the 18th Aviation Brigade. The brigade served in the Persian Gulf, Panama, first Gulf War, and provided storm relief following Florida’s Hurricane Andrew. Three special operations MH-47D’s flew directly from Simmons to Panama with two inflight refuelings for arrival shortly before Operation Just Cause in November 1989. These helicopters landed special operations forces early in the action to remove General Manuel Noriega from power.xviii Also, the 82nd Aviation Brigade participated in Just Cause. Little construction occurred during the 1980s, a communications building (P-2441) in 1982 and two flight simulators (P-1959 and 2055) in 1987 and 1988 respectively.
Airfield Operations 1990-2002 On the first day of the Gulf War, February 24, 1991, the 18th Aviation Brigade airlifted troops and equipment into Iraq. This massive ferry and resupply operation demonstrated helicopter value in modern operations. The 82nd Airborne Division depended upon helicopter support during Operations Desert Shield and Desert Storm in the Gulf War of 1990-1991. Division helicopters flew deep strikes into Iraq and backed up the liberation of Kuwait. Three years later Simmons aircraft participated in Operation Uphold Democracy (November 1994), which peacefully returned legitimate government in Haiti. During April 1997 B Company, 2nd Battalion (Assault), 82nd Aviation Brigade, supported Operation Joint Guard in Bosnia. Considerable building took place in the 1990s. Seven structures went up including the Supply/Battalion Headquarters buildings (P-1455, 1551, and 1559) in 1990, hangar P3807 in 1993, a communications facility (P-2341) in 1994, and two trailers (P-2457 and 2542) in 1994. By 2002 Simmons AAF had more than 180 aircraft. Additionally, the UH-60 and AH-64 flight simulators provided 9, 469 and 13,912 training hours, respectively.xix
Simmons AAF Today Simmons AAF supports the XVIII Airborne Corps, 82nd Airborne Division, and other unit aviation needs. The Readiness Business Center (RBC) operates the airfield, supporting Fort Bragg missions and Reserve forces that train here. Additionally, the RBC Training Division operates the Camp Mackall Army Airfield. Units serving at the airfield include the 18th Aviation Brigade, 82nd Aviation Brigade, 44th Medical Command, U.S. Army Special Operations Command, and other units. These units can be best described as in high readiness, many able to deploy within 18 hours. The 18th Aviation Brigade (Airborne) is ready to rapidly deploy worldwide in support of the XVIII Airborne Corps. Assigned to Simmons AAF are the 229th Aviation Group (Attack); 1st of the 59th Aviation Regiment; C Company, 159th Aviation Regiment; and I Company, 4th Battalion, 159th Aviation Regiment. The XVIII Airborne Corps draws on the 229th Aviation Group for deep strike missions employing their AH-64 Apache helicopters. For command the Corps has the 1st Battalion, 159th Regiment. CH-47s of C Company, 159th Aviation Regiment, carry out worldwide medium-airlift duties. I Company, 4th Battalion, 159th Aviation Regiment performs the non-divisional aviation intermediate maintenance role.xx The 82nd Aviation Regiment with over 130 helicopters, operated and maintained by 1,400 troops, includes: 1st Squadron (Air), 17th Cavalry Regiment; 1st Battalion (Attack), 82nd Aviation Regiment; 2nd Battalion (Assault), 82nd Aviation Regiment; D
Company (Aviation Intermediate Maintenance) and Headquarters Company, 82nd Aviation Regiment. The 1st Squadron (Air), 17th Cavalry Regiment, deploys worldwide within 18 hours to conduct airborne forced entry, reconnaissance, and support to ground forces. For these duties the regiment has three OH-58D(I) Kiowa Warrior troops, one ground reconnaissance troop, a maintenance troop, and headquarters troop. The 82nd must be prepared to answer the needs of the nation at any time within hours. The 82nd Aviation Brigade is ready in 18 hours, the 1st Battalion, 82nd with its OH-58D helicopters and the 2nd Battalion flying UH-60L Blackhawks conducts air assault, and combat actions. OH-58D’s of the 1st of the 17th Cavalry are ready in 18 hours to provide forced entry, reconnaissance, and almost any combat activity to the Division. Airborne aviation support comes from the 82nd Aviation Support Battalion (Provisional). The 57th Medical Company (Air Ambulance), subordinate unit of the 44th Medical Command, 56th Medical Battalion, employs UH-60 Blackhawks for medical evacuation. Assigned aircraft used in Special Operations include a C-12 Huron turboprop and a C-212 Casa, a short take-off-and landing plane. During 2003-2004 about 50% of Simmons AAF based aircraft were deployed in the Global War on Terrorism. Some pilots and crewmembers from Simmons have paid the ultimate price. One in particular was Captain Kimberly Hampton, Simmons AAF pilot, who became the first woman pilot killed in Iraq. Her OH-58 Kiowa helicopter went down in enemy fire near Fallujah on January 2, 2004. Captain Hampton served in D Troop, 1st Squadron, 17th Cavalry. Currently Simmons Army Airfield is preparing to upgrade its facilities in order to support today’s Army mission. Many of the buildings associated with the late 1950s permanent construction of this airfield will be replaced with new buildings including the 1956 Flight Control Tower, P-4443. In July 2004, Fort Bragg and the North Carolina State Historic Preservation Office determined Simmons Army Airfield eligible for listing in the National Register of Historic Places as a historic district for its role in Army aviation and in the development of heavy equipment parachute deliveries during the years of 1952 to 1957. With this distinction comes the responsibility of documenting the airfield buildings and publishing its history so that future generations may learn about this unique resource. The Fort Bragg Cultural Resources Management Program in coordination with Simmons Army Airfield completed documentation of the airfield including black-and-white photographs, architectural drawings, site plans, and a written report. The documentation will be housed at the North Carolina State Historic Preservation Office in Raleigh, North Carolina. In addition, this history is being made available at local libraries, the State Archives, and through the Fort Bragg Cultural Resources Management Program. With the documentation complete Fort Bragg is prepared to move the airfield into the twentyfirst century while preserving its important place in military history.
References “406th Engineers Build Airstrip As Exercise “Test Drop” Begins.” Fayetteville Observer. August 14, 1952. p. 1. “Bragg Air Field Named for Flier Killed in Crash. Widow of Simmons and Infant Son Watch Ceremony.” Fayetteville Observer. June 22, 1955. p. 1. Dorr, Robert F. “Soldiers flew U-10 Couriers in and out of tight spots.” Army Times. February 10, 2003. Everett-Heath, John. Helicopters in Combat: The First Fifty Years. London: Arms and Armour Press, 1992. Flanagan, Lt. Gen. Edward (Ret). Airborne: A Combat History of American Airborne Forces. New York: Ballantine Books, 2002. Galvin, John R. Air Assault: the Development of Airmobile Warfare. New York: Hawthorn, 1969. Love, Terry OV-1 Mohawk in Action. Carrolton, Texas: Squadron Publications, 1989. “Future Development of Simmons Army Airfield.” Draft Final Report. Richmond, Virgina: Parsons Corporation. August 2003. “Pilot Dies in Crash of Helicopter at Bragg.” Fayetteville Observer. November 4, 1953. p. 1 “Plane Crashes into Cape Fear River.” Fayetteville Observer. January 8, 1919. p. 1. “Simmons Army Airfield: Aviation Study.” Savannah District, U.S. Army Corps of Engineers, January 1983. Tierney, Richard. The Army Aviation Story. Northport, Alabama: Colonial Press, 1963. Towler, John. “History of the 4th ASTA: July 1964 to December 1964.” www.ov1mohawk.org. 2003. Tolson, Lt. Gen. John. Airmobility in Vietnam: Helicopter Warfare in Southeast Asia. New York: Arno Press, 1981. U.S. Air Force. “Historic Properties at Pope Air Force Base: Their History and Preservation.” Pope AFB: 43rd Air Wing, Public Affairs Office, 2002.
Notes i “Plane Crashes into Cape Fear River,” Fayetteville Observer, January 8, 1919, p. 1. ii U.S. Air Force, 2002. iii Tierney, 1963:207. iv Project Report Exercise Test Drop No. 6, 1953:5. v “406th Engineers Build Airstrip As Exercise “Test Drop” Begins,” Fayetteville Observer, August 14, 1952, p. 1. vi Project Report Exercise Test Drop No. 6, 1953:3. vii Test Drop Six, Appendix H. viii Tierney, 1963: 181-182. ix Galvin, 1969: 263. x “Pilot Dies in Crash of Helicopter at Bragg,” Fayetteville Observer, November 4, 1953, p. 1xi “Bragg Air Field Named for Flier Killed in Crash. Widow of Simmons and Infant Son Watch Ceremony,” Fayetteville Observer, June 22, 1955, p. 1. xii Dorr, Army Times, February 10, 2003. xiii “Future Development of Simmons Army Airfield,” 2003: 1.6. xiv Tolson, 1981:3. xv 1981: 22-25. xvi Towler, 2003; Love, 1989:34. xvii Simmons Army Airfield: Aviation Study, 1983. xviii Everett-Heath, 1992: 29. xix “Future Development of Simmons Army Airfield.”, 2003: 1.6. xx Flanagan, 2002: 429.