Meade River

20 November — 9 December 1968

Background

Twenty miles south of Da Nang, Vietnam, west of Highway 1, is a 36-square-mile area of flatland.  Numerous waterways and man made canals criss cross this area and these are separated by thick tufts of five-foot high elephant grass.  In 1968 it was an area ideal for concealing two battalions of enemy infantry, which at the time included the 1st Battalion, 36th Regiment of regular North Vietnamese Army (NVA) and the Viet Cong (VC) R-20 Battalion.  The area was extremely dangerous to US and Republic of Vietnam (RVN) forces; firefights and ambuscades were frighteningly common.  The Marines called this area Dodge City

OPERATION MEADE RIVER was planned as part of the RVN’s Le Loi (Accelerated Pacification) Campaign [Note 1] — a series of operations designed to search for and destroy enemy forces.  On the morning of 20 November 1968, seven Marine battalions moved overland and by helicopter to establish a cordon around Dodge City.  While moving into initial staging areas, even before the sweeps began, Marines lost one KIA, suffered 25 WIA, and lost two helicopters.  It was not a good omen.  The 2nd Battalion, 7th Marines (2/7) jumped off at midday.  Their mission was to sweep from the western side of the cordon toward the rail lines.  At around 1630, Company G (Golf 2/7) encountered an NVA bunker complex in an area the Marines nicknamed The Horseshoe.  Enemy fire from these bunkers was intense and the Marines withdrew with six additional KIA.

On 21 November, Delta 1/1 and Lima 3/26 resumed the assault on The Horseshoe.  Heavy enemy fire stalled the advance.  The enemy had decided they weren’t leaving without a fight and the Marines were equally determined to give them one.  The Marines resumed their assault on 22 November.  Enemy machine gun fire devastated Echo 2/7 at close range as it began to cross a small stream; Marine losses were 7 KIA and 23 WIA.  It took the company ten minutes to disengage.  Concurrently, Delta 1/1 began its sweep from the North but they too were hit by intensive enemy fire with loses of 2 KIA and 17 wounded.

On 23 November, 3/26 moved from the Southwest toward the Horseshoe and joined up with 2/7.  Hotel 2/7 overran several enemy positions and was able to recover the remains of six Marines lost on 20 November.  Early on 24 November, Marines directed air and artillery against the Horseshoe; 2/7 reinforced by Kilo 3/26 renewed its attack.  Again, strong enemy fire halted the Marine advance.

Before jumping off on 25 November, 2/7 directed artillery fire into suspected enemy positions before continuing the attack.  There was no enemy resistance because the enemy had withdrawn during the night.  Over the next four days, the Marines continued to exert pressure on the enemy within the cordon.  It was grueling work for the Marines as they advanced through thick grass that concealed enemy defensive positions.  Meanwhile, 3/5 initiated an assault along Route 4 which necessitated the destruction of several bunker complexes.  As they approached a section called “The Hook,” the battalion encountered stiff enemy resistance.  The battalion lost 2 KIA and 28 wounded before pulling back to allow for air and artillery fire.

3/5 reinitiated offensive operations on 2 December but made no progress.  After additional air and artillery bombardments, 3/26 joined 3/5’s advance on 3 December and the Marines succeeded in penetrating the enemy’s intricate defensive positions during the next day.  After air dropping napalm on the enemy’s defenses on 5 December, Marines overran the bunker complex and discovered the remains of 87 enemy dead.

On 6 December, Echo 2/26 encountered a stubborn NVA bunker complex just south of the La Tho River.  Hotel 2/5 and Alpha 1/7 attacked the complex on the morning of 7 December but were quickly pinned down and suffered heavy casualties.  As forward observers called in for additional air and artillery support, the grunts withdrew to set up night defensive positions.  At around 1130 on 8 December, 3/26 supported by several armored personnel carriers from the ARVN 2nd Troop, 4th ARVN Cavalry aggressively attacked the complex finding 79 enemy dead from the previous day’s engagement.  For a time, Hotel 2/5 was pinned down by a final line of bunkers spewing hot lead through the Marine’s line of advance, but the equally stubborn Marines used explosives to destroy the bunkers one at a time, which killed an additional 39 NVA/VC defenders.

The highly pissed-off Marines of Alpha 1/7 viciously assaulted a series of 12 bunkers killing 47 NVA.  As the Marines pushed through the foliage to the bank of the river, they engaged another enemy unit attempting to escape into river killing an additional twenty NVA/VC.  Alpha gave up six of their men KIA.

On the night of 8 December, Lima 3/26 engaged an NVA unit, killing fifteen enemy with the loss of 5 Marines.  At sundown, India 3/26’s lead platoon found itself cut off from the rest of the company by intense enemy fire.  Staff Sergeant Karl G. Taylor, serving as the Company Gunnery Sergeant, led a rescue team to recover and evacuate the platoon’s more seriously wounded Marines.  After Taylor’s Marines had moved several wounded to safety, he returned with four volunteers to reach another group of wounded Marines who were laying exposed to enemy fire.  Finding the position too strong, Taylor instructed his volunteers to move back to the company line, and then arming himself with a grenade launcher, charged across the rice paddy while firing 40-mm grenades into the enemy position.  Although wounded several times, Taylor silenced the weapon.

Medal of Honor Citation Summary 

Navy Medal of Honor

While serving as Company Gunnery Sergeant on the night of 8 December 1968, Taylor was informed that the platoon commander of the lead platoon had been mortally wounded and that the platoon was pinned down by intense enemy machine gun fire.  Staff Sergeant Taylor with another Marine in support, crawled forward to the beleaguered unit through a hail of hostile fire, shouted encouragement and instructions to the men, directing them to covered positions.

With his companion, Taylor repeatedly maneuvered across an open area to rescue those Marines who were too seriously wounded to move themselves.  Upon learning that there were additional seriously wounded men lying in open area, exposed to the fire of an enemy machine gun position, Staff Sergeant Taylor led four Marines across the fire-swept terrain in an attempt to rescue the cut off Marines.  When Taylor’s advance was halted by devastating enemy fire, Taylor directed his Marines to return to the company command post.  He then took his grenade launcher and, in full view of the enemy, charged across the open rice paddy toward the enemy machine gun position, firing his weapon as he ran.

Although wounded several times, he succeeded in reaching the machine gun bunker and destroying it.  By this time, Staff Sergeant Taylor was mortally wounded, but his actions saved the lives of the isolated Marines.  By his indomitable courage, inspiring leadership, and selfless dedication, Staff Sergeant Karl G. Taylor upheld the highest traditions of the Marine Corps and the United States Naval Service.  

Richard M. Nixon

President of the United States

Who was Staff Sergeant Karl Taylor? 

He was born on 14 July 1939 in Laurel, Maryland.  After leaving high school, Karl worked for a construction company as a scraper operator.  On 15 January 1959, twenty-year old Karl and his brother Walter enlisted in the U. S. Marine Corps at the recruiting station in Baltimore.  After recruit training at Parris Island, South Carolina, Karl completed combat training with the 1st Infantry Training Regiment at Camp Geiger [Note 2], North Carolina.  Taylor’s first tour of duty was as a rifleman with the 1st Battalion, 6th Marines.  After promotion to corporal, which made him eligible for duty as a Marine Corps Drill Instructor, Karl applied for and was accepted to attend DI School at Parris Island.  He served as a drill instructor until 1963.

In 1964, Taylor joined the 3rd Marine Division on Okinawa where he was assigned to Company G, 2nd Battalion, 3rd Marines.  Taylor served his first combat tour when the division was sent to Vietnam in 1965.  Upon rotation back to the United States, Taylor served as a sergeant-instructor at Company A, Officer’s Candidate School, Quantico, Virginia.  He was promoted to staff sergeant on 1 September 1966.

SSGT Karl G. Taylor Sr.

In 1968, Taylor returned to Vietnam for his second combat tour of duty.  He was assigned as the Company Gunnery Sergeant, Company I, 3rd Battalion, 26th Marines.

Taylor’s remains were returned to his family and he was interred at the Independence Cemetery, Washington County, Pennsylvania.  In addition to receiving the nation’s highest award for conspicuous gallantry, Taylor’s family was awarded his Purple Heart medal.  He was also entitled to wear the Combat Action Ribbon (two awards), the Presidential Unit Citation (two awards) [Note 3], and three awards of the Marine Corps Good Conduct Medal.

Operation Meade River Terminated

On the evening of 8 December, the enemy still retained a narrow strip of ground between 3/26 and the Song La Tho.  Another push was ordered to eliminate these communists.  Along with Marine Corps artillery, the USS New Jersey directed its sixteen-inch guns on these remaining positions throughout the night and into the morning.  3/26 launched its final assault at 1100 on 9 December.  Despite the assault of overwhelming field and naval artillery during the night, remaining enemy forces tenaciously resisted the ground attack, but the Marines methodically and thoroughly eliminated the enemy wherever found. 

Operation Meade River officially ended at 1800 on 9 December.  The battle was a major event pitting determined Marines against equally resolved North Vietnamese and Viet Cong defenders.  The operation ended with 1,023 enemy dead, 123 prisoners taken, and an additional 71 VC were captured when discovered hiding among local populations.  Marines also destroyed 360 enemy bunkers and captured 120 tons of rice stores — but the cost was high.  108 Marines lost their lives with 510 wounded in action.  ARVN casualties were 2 KIA and 37 WIA.  Although initially vanquished, the persistent enemy soon began infiltrating snipers and before the end of December, Marines observed that communist forces were again preparing to launch assaults against Da Nang and Hoi An from Dodge City.  By that time, the Marines had turned their attention to another problem area which they called “Arizona Territory.”

Sources:

  1. Hunt, R.  Pacification: The American Struggle for Vietnam’s Hearts and Minds.  Westview Press, 1995. 
  2. Shulimson, J.  U. S. Marines in Vietnam, 1968: The Defining Year.  Headquarters, U. S. Marine Corps, Washington, D. C., 1997.
  3. White, J. P.  “Civil Affairs in Vietnam.”  Center for Strategic and International Studies, Washington, D. C.

Endnotes:

[1]  Civil Operations and Rural Development Support (CORDS) was a pacification program created on 9 May 1967 that included military and civilian components of the US and RVN.  The objective of CORDS was to gain support for the government of RVN from its rural populations influenced or controlled by insurgent communist forces (VC) and regular NVA.  One of CORDS successes was the integration of civilian and military efforts to combat the communist insurgency.

[2]  Named in honor of General Roy S. Geiger, USMC — one of the Corps’ first naval aviators and the only Marine to command a U. S. Army during World War II.

[3]  Although a combat decoration awarded to every Marine in the unit cited, the Presidential Unit Citation is roughly equivalent to the Navy Cross Medal in precedence of other unit awards.  

Flying Sergeants

Aviation history began before there were airplanes and the first use of aviators actually began with lighter-than-air balloons.  In 1794, French observation balloons were used to monitor enemy troop movements.  Balloons were also employed during the American Civil War, as part of the Army Signal Corps, for observing enemy movements and artillery spotting, and this in turn necessitated the development of a system for communicating between aviators and ground personnel.

In 1906, the Commandant of the Army Signal School at Fort Leavenworth, Kansas, Major George O. Squier, began studying aeronautical theory and lectured student-officers on the Wright flying machine.  One of his fellow instructors was a captain by the name of Billy Mitchell, whose expertise included the use of balloons in reconnaissance missions.  Mitchell also became interested in aeronautical principles.

Major Squier later served as an executive assistant to the Army’s Chief Signal Officer, Brigadier General James Allen.  In 1907, at Squier’s urging, Allen created the Aeronautical Division of the Signal Corps.  In December of that year, the Signal Corps requested bids for a heavier-than-air flying machine.  Not everyone in the Army agreed with this development, but ultimately, the Aeronautical Division became the world’s first military aviation organization[1] when it purchased the Wright Model A aircraft in 1909.

American naval interest in aviation followed the Royal Navy’s interests in developing aviation capabilities in 1908, when Prime Minister H. H. Asquith approved the formation of an Aerial Subcommittee within the Imperial Defense Committee.  At this time, the British were primarily interested in dirigible airships for over-water reconnaissance.

In 1910, American aviation pioneer Glenn Curtiss contracted with the U. S. Navy to develop and demonstrate an aircraft utility for ships at sea.  One of Curtiss’ pilots, Eugene Ely, took off from the cruiser USS Birmingham anchored off the Virginia coast in late November 1910.  Then, in January 1911, Ely demonstrated the ability to land on a navy ship by setting down aboard the USS Pennsylvania in San Francisco Bay —efforts which validated Curtiss’ theory.  At the time, landing and takeoff platforms were crude temporary constructs.  On 27 January 1911, Curtiss further demonstrated the suitability of naval aviation by piloting the first sea plane from San Diego Bay.  The next day, Navy Lieutenant Theodore G. Ellyson became the first Naval Aviator when he took off in a Curtiss grass cutter.

Marine Corps aviation began on 22 May 1912 when First Lieutenant Alfred Austell Cunningham[2] reported to the Naval Aviation Camp at Annapolis, Maryland “for duty in connection with aviation.”  Lieutenant Cunningham became the first Marine aviator in August of that year when he took off in a Burgess Model H aircraft, presented to him by the Burgess Company of Marblehead, Massachusetts.

In those early days, the Navy and Marine Corps had different concepts of naval aviation and they were substantial enough to lead Marine aviators to conclude that the Marines should have their own section within the Navy Flying School (created in 1914).  In the next year, the Commandant of the Marine Corps authorized the creation of a Marine Aviation Company for duty with the Advanced Base Force.  The company, manned by ten officers and forty enlisted men, was assigned to the Navy Yard, Philadelphia.

A major expansion of the Marine air component came with America’s entry into World War I.  Wartime enlargements resulted in renaming organizations and a substantial increase in personnel.  In July 1918, Marine Aviation Company was divided and renamed First Aeronautic Company and First Marine Air Squadron.  The aeronautic company deployed to the Azores[3] to hunt for German submarines, while air squadrons were activated and assigned to the 1st Marine Aviation Force in France.

In France, Marine aviators in provided bomber and fighter support to the Navy’s Northern Bombing Group.  Within the short time span of America’s participation in World War I, Marine aviators recorded several aerial victories and credit for dropping in excess of fourteen tons of ordnance on enemy forces.  In total, the 1st Marine Aviation Force included 282 officers and 2,180 enlisted men operating from eight squadrons.  Second Lieutenant Ralph Talbot[4] was the first Marine Corps aviator to earn the Medal of Honor for action against the Luftstreitkräfte, the air contingent of the German Imperial Army.

By the end of the First World War, Marine aviators had gained aeronautical expertise in a wide range of air support roles, including air to air, air to ground, close air support for ground troops, and anti-submarine patrolling.  Congress authorized an aeronautical force of 1,020 men and permanent air stations at Quantico, Parris Island, and San Diego.  From that time forward, whenever and wherever Marines confronted an enemy, their aviation arm accompanied them —at the time, in Haiti, the Dominican Republic, and in Nicaragua.  It was during the Banana Wars that Marine Corps pilots expanded their unique application air air-ground tactics, resupply of ground forces in remote locations, and air-to-ground communications.

If there was one area where Marine aviation stood apart from the other services, it was in the number of enlisted men serving as pilots, especially in time of national emergency/war.  Enlisted pilots were not a “new” concept.  The French air services employed enlisted men as pilots, but if there was a general rule, it would have been that commissioned officers were the primary source for aviators[5].  The Navy implemented its (enlisted) Naval Aviation Pilot designation in 1919.  The Marines, as part of the Naval Services, also authorized enlisted men to serve as pilots.  First Sergeant Benjamin Belcher was the first Marine enlisted man to serve as a NAP in 1923.  Some of these men later received commissions, such as Marine Ace Lieutenant Colonel Kenneth A. Walsh[6], who scored 21 kills and earned the Medal of Honor during World War II.  Walsh served as an enlisted pilot in the 1930s until he was commissioned in 1942.  In that year, there were 132 enlisted pilots serving in front line (fighter/bomber) squadron.  In later years, enlisted pilots flew helicopters and jet aircraft.

Technical Sergeant Robert A. Hill, USMC performed 76 combat missions as the pilot of an OY aircraft.  Hill earned the moniker “Bulletproof” because he often returned to base after a combat mission with massive amounts of bullet holes in his bird.  Hill was awarded a Distinguished Flying Cross for evacuating wounded Marines near the Chosin Reservoir while under heavy enemy fire.  Enlisted pilots also flew R4D[7] transports, which were also used to medevac wounded men and the remains of men killed in action.

During the transition from propeller to jet aircraft, enlisted pilots trained in the Lockheed P-80 (also, TO-1) but only after 1949 and not without some objection by a few squadron commanders who did not want enlisted men flying high performance aircraft.  It was a bit confusing and difficult.  Some of the enlisted pilots in the Korean War had been commissioned during World War II and then reverted to their enlisted ranks in the post-war demobilization period.  Some of these temporarily commissioned pilots left the Marine Corps after World War II and then later regretted doing so.  It was possible for these men to re-join the Marine Corps, but only as enlisted men.  Reenlistment within 90 days entitled these men to rejoin at the rank of Master Sergeant (in those days, E-7[8]), and if beyond 90 days, they could be accepted as Technical Sergeant (E-6).

VMF-311 was ordered into the Korea War with its F9F Panthers and several NAP pilots.  Master Sergeant Avery C. Snow was the first NAP to complete 100 combat missions in a jet aircraft.  Snow achieved the rank of captain during World War II while serving with VMSB-232.

In 1952, Master Sergeant Lowell T. Truex was ordered to fly over an area near the Yalu River.  During his pre-flight briefing, Truex was told that Air Force F-86s would fly escort for his mission.  He was not at all happy to learn that he had no escort and he was flying alone in Indian Country.  When Truex spotted several MiG-15s taking off, he started sweating.  He hurriedly completed his photo-reconnaissance mission and returned to base.  Truex had a few unkind things to say about the Air Force during his post-Op debrief, but he was reassured that the Air Force birds were on station and had kept a close eye on the MiG’s.  The problem was service-rivalry; Air Force pilots had little regard for Marine Corps enlisted pilots, so they occasionally went out of their way to make the flying sergeants feel uncomfortable.

Master Sergeant James R. Todd completed 101 combat missions before rotating back to the States.  He flew 51 missions in Banshees, 10 in the F9F, 23 in the F7F, 13 in F4U-5Ps, and four escort missions in F4U-4Bs.  The F4U-4B was an armed aircraft, but in all the others, Todd had only his sidearm for self-defense —and a high-performance engine.  Like many of his contemporaries, Todd had been commissioned as a second lieutenant in World War II.  He was mustered out in September 1946 but returned to active duty in November of the same year.  He resigned his commission as a first lieutenant and then enlisted as a private.  After the ceremony, he was advanced to the rank of master sergeant.  He received photo reconnaissance training at NAS Pensacola, Florida so that by the time the Korean War broke out, he was well-experienced recon pilot.  It was a skill that would come in handy in the Korean conflict.

Note that in addition to their flying duties, NAPs also shared responsibility for supervising their squadron’s various divisions (flight line, powerplant, airframes, avionics, tool shed, and supply sections).

Enlisted Marines also flew combat missions in the Vietnam War, but by this time there were only a few remaining NAPs.  In 1973, there were only 4 NAPs on active duty;  all four of these men retired on 1 February 1973: Master Gunnery Sergeant Joseph A. Conroy, Master Gunnery Sergeant Leslie T. Ericson, Master Gunnery Sergeant Robert M. Lurie, and Master Gunnery Sergeant Patrick J. O’Neil.

A colorful era in Marine Corps aviation ended with the retirement of these flying sergeants.

Endnotes:

[1] The progenitor of the US Air Force.

[2] Cunningham (1882-1939) from Atlanta, Georgia, served in the 3rd Georgia Volunteer Infantry during the Spanish-American War.  Following his voluntary service, he worked as a real estate agent in Atlanta for ten years until 1903.  In 1909, he received a commission to second lieutenant in the U. S. Marine Corps.  His enthusiasm for aviation was contagious and he soon convinced the Commandant of the Marine Corps, Major General William P. Biddle, that aviation was well-suited to the concept of the advanced base concept.

[3] An autonomous region of Portugal, an archipelago consisting of nine volcanic islands in the North Atlantic.

[4] Ralph Talbot (1897-1918) from South Weymouth, Massachusetts, joined the U. S. Navy in 1917.  Owing to his participation in college level artillery reserve training, the Navy appointed him as a Seaman 2nd Class.  After ground training and flight training, he was appointed Naval Aviator #456.  At the time, the Marine Corps was having problems recruiting aviators so Talbot (and a number of other Navy pilots), in realizing that he would be in a better position to receive a combat assignment in the Marine Corps, resigned his navy commission and accepted a commission in the USMC.  He was assigned to the 1st Marine Aviation Force for duty with “C” Squadron.  Talbot was killed in an accident during takeoff at La Fresne aerodrome, France.

[5] At the beginning of World War II, the Royal Air Force would have been even worse off during the Battle of Britain were it not for their enlisted pilots.

[6] See also: A Damned Fine Pilot.

[7] This aircraft became a workhorse for America.  From its first design, the aircraft had several service and mission designations, including DC-3, R4D, C-47, Skytrain, Dakota, RC-47, SC-47, Spooky, EC-47, C-53, C-117, and C-129.

[8] In 1949, the highest enlisted grade was Master Sergeant (E-7).