We had just departed the forward arming refueling point (FARP) at Taji in our AH-64 and returned to support a convoy belonging to the 1st Brigade Combat Team, 1st Cavalry Division, when we got a call from the convoy’s ground commander. He informed us that his element, Iron Horse, was requesting us to come up their net. CW3 Haas pushed to the Iron Horse net, and we were immediately dispatched to JSS North (the JSS in Tarmiyah), which was manned by D Troop, 2nd Battalion, 8th Cavalry Regiment, call sign “Demon.”
At that point, we headed northeast and only seven minutes away. We updated the attack tactical operations center (TOC) of the situation, and then proceeded to bump to the JSS North net as well. Tarmiyah is situated about 20 miles northeast of Taji, and I could see a column of black smoke rising from that direction. I remember wondering aloud to Hoskinson what was burning so heavily. After the handover to Demon, I realized what that smoke was.
CW3 Haas was in radio contact with Demon while I was flight following as Hoskinson updated our TOC of the developing situation. After transmitting our situation report to the TOC, we off-tuned to Demon’s frequency and then realized the seriousness of their situation. The JSS had taken a direct hit from a vehicle-borne improvised explosive device (VBIED) through their front gate. They were taking sustained small-arms and rocket-propelled grenade (RPG) fire from all directions and had suffered casualties. Due to the intensity of the firefight, the Soldiers were unable to get to their casualties and believed the enemy was inside the compound. The fear in the kid’s voice on the other end of the radio drove home the urgency of the situation.
As we arrived on station in the vicinity of the JSS, the damage we saw was chilling. The VBIED had ignited the JP8 fuel storage tank on the facility and left it burning out of control. Also, most of the wall around the area had collapsed.
Our first goal was to locate the source of the enemy fire so we could set up close combat attack runs. The ground unit reported to us that they were taking RPG fire from adjacent buildings to the north and east. We looked, but could not find anything. Then the ground unit reported the enemy had adjusted fire from the JSS to us.
Lead was hit multiple times on the first run, but was able to stay in the fight. Unbeknownst to them, they had taken an anti-aircraft round in the tail rotor gearbox. As we attempted to vary our orbits around the station, lead spotted a motorcycle fleeing the area where the JSS was reported to have taken fire. We tracked the motorcycle into a palm grove to the east of the JSS, approaching from the south to get a better look.
As I maneuvered back into formation with lead 175 feet above ground level, I felt a firm jolt underneath the aircraft and saw Hoskinson’s overhead canopy pane crack, obstructing my forward field of view. Hoskinson shouted over the intercom that we were descending rapidly into a palm grove and quickly made a Mayday call. Crazy Horse 3 (lead) turned 180 degrees to cover us when they received our call we were taking fire. It turns out they just turned around into the same maelstrom of bullets we had just flown through.
I recovered the aircraft and got it as straight and level as I could with my limited field of view. I took over lead, and lead became our wing to keep an eye on our aircraft. We wrapped around the north side of the city and, once we cleared the western edge, proceeded directly to Taji. During this time, the cockpit voice was going crazy announcing the various emergencies caused by the battle damage we had just taken. Cockpit indicators told me I had taken damage to the utility hydraulic system, rendering our 30 mm gun inoperative. We had also suffered flight control damage, illustrated by the “BUCS FAIL” message on the up-front display.
Our wingman, now flying trail, was able to see and relay to us that our wing stores were on fire. I looked out the left side of the aircraft and saw the rockets beginning to cook off. I punched off the stores and began looking for a place to set the aircraft down. However, after conferring with our wingman, we decided the tactical situation did not permit this. After assisting me in getting the initial emergencies under control, Hoskinson, by peering through the small windowpane in front of him, began to guide me back toward Taji. Trail took care of the radio calls so I could concentrate on flying. He also relayed the events to our TOC and requested a follow-on air weapons team (AWT), and ended up conducting a battle handover with them.
After establishing a heading back to Taji, I suspected Hoskinson had been hurt and asked him about his condition. His reply was, “I’m fine. Just fly the aircraft.” I knew when we got hit that he’d been hurt, but I didn’t know to what extent. Hoskinson ignored his injuries and kept me concentrated on getting the aircraft home to Taji. Haas, now in trail, relayed the events to our TOC and requested a follow-on AWT.
Hoskinson performed incredibly well during this emergency. As we surveyed our damage, he reported that a round had penetrated his floor and damaged the cyclic, which had fallen over to the stop. I would later find out that same round had hit the bottom of his seat and sent fragments into his calves. Since we couldn’t transfer the controls, I had to depend on him for obstacle avoidance, as I was practically flying blind. I knew there was a set of high-tension wires between Tarmiyah and Taji, but I could not see them. Thankfully, Hoskinson spotted the wires, which gave me ample time to negotiate them.
CW3 Haas and 1st Lt. Haas did everything they could to assist us getting home. They took over all radio calls for us and helped us assess our aircraft damage, allowing us to control the aircraft and monitor our own systems. On our way back to Taji, we passed the replacement AWT. Crazy Horse 03 relayed our situation and the tactical situation on the ground in Tarmiyah to them, including a warning that we had taken fire by some heavy-caliber weapons in the eastern palm groves. That team would take battle damage as well, but they would also score a few engagements against the enemy.
As we approached Taji Airfield, rather than land direct as we had been cleared, we flew right by it (I couldn’t see out my front windscreen). Crazy Horse 03 called and reminded me to land to the south, but it was too late. He pointed out the airfield at our 3 o’clock position, and we turned and landed to the north. As we were landing, Hoskinson informed me that he had been shot in his legs. To get him closer to the crash and rescue trucks, I made the approach requested for us. With Hoskinson guiding me, I was able to establish a slow approach and land the aircraft right next to a nearby fire truck. The firefighter’s eyes were big as saucers, as I’m sure he was wondering if I was going to land on top of him. Frankly, I was wondering the same thing.
After I was sure we had touched down safely, I told Hoskinson to open his canopy. I pulled off the power levers and crawled into the extended forward avionics bay to assist him unbuckle. The Taji fire department did a phenomenal job extracting Hoskinson from the front seat and getting him to the aid station. Hoskinson was presented his Purple Heart by the 1st Air Cavalry Brigade commander at the aid station, and was then evacuated to Baghdad to have his wounds cared for. He would return later that night and be back flying a week later.
After my nerves settled a bit, I went over to survey the damage to our mount. We counted at least 22 bullet holes of varying caliber all over the airframe. From the rotor blades to the canopy to the intermediate gearbox, there wasn’t much that didn’t get scratched. The contractors later found the round that hit Hoskinson’s seat. It was a 12.7 mm round from a “Dishka” machine gun. I was amazed by the damage that aircraft took and still brought us home. There is no other aircraft in the world I would take into battle.
In CW3 Haas and 1st Lt. Haas, I had the best wingmen anyone could ask for, and I thank God for them. There was no way I could have remained as calm and collected as I did without their support. Upon postflight inspection, they had taken damage as well, to include a hole in the tail rotor gearbox. I’m thankful it held together for them.
Before that day, I didn’t know screen doors could fly … but I’m very glad they can.
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