Operation Ivy
1952
US Atomic Veterans
Jimmy Robinson
Continued from Page 1.
The actual military perspective and details of this tragic story were classified for more than 30 years. During those years the family of Captain Robinson knew only the details sent to them in 1952. Dependant and Public Relations information by the military about running out of fuel or gathering important data, in only a very small way describe the events of the day. Captain Robinson's classified secret mission was to fly into the world's first H-bomb's enormous cooling fireball and collect radioactive bomb debris for the Los Alamos scientists.
F84 with Robinson and Sgt. J. B. Rexer, crew chief F84FS-49. Atomic veteran Dale Howard replies to Becky Miller's search for information about the loss of her father. | 
Click on the picture for a larger view.
|
From:leprechaun40@prodigy.net (Dale Howard)
Date: 8/23/00
Subj: your inquiry
To: Beckymiller266@aol.com
Dear Becky,
Your inquiry was forwarded to me by my old friend Dick Conant. My name is Dale Howard. I was a Navy Seabee heavy equipment operator on Kwajalien in CBD 1509 which was part of JTF 132 during the IVY tests. I was a member of the Base Crash Crew. I am now the New Mexico State Commander for the National Association of Atomic Veterans. Address, 7 Peach Blossom Rd., Los Lunas, NM 87031. Phone 505-865-8138. E-mail - leprechaun40@prodigy.net
Yes, I remember your father very well. Although I did not know him well, I remember him as a very nice person who was not above being friendly with everyone, including enlisted Navy personnel. Pilots, and especially fighter pilots were heroes to me then, [still are].
I apologize for not responding sooner. I was looking through old files trying to find a name and address for an F-84 Crew Chief that I was in contact with by mail about 6 years ago. I have not found his letter yet, but I'm sure that I didn't throw it away. He was from Colorado and I can't remember his name but when I do find it, I feel sure he would remember much of interest to you. He was one who went to Eniwetok to replace the tire that blew out when Capt. Robert Hagan made his emergency landing there as your dad was also trying to reach the runway. I also spoke with Bill Simkins by phone recently. Bill was an Air Force Medic on Kwajalien and his duty station during the heavy air operations was very near where mine was. I asked Bill what he remembered about how your father was lost. It seems that he heard no more than I did at that time. You might be aware, that during the tests, we were not supposed to talk to others about anything that we saw or heard. Secrecy was law and information was given on a "need to know" basis only. Dick, Bill and I of coarse, did try to find out what happened. Bill is now National Association of Atomic Veterans Area Commander in Florida. His Address is 5628 Christiancy Ave. Port Orange FL 32127. Phone [I think] 904-775-5205. [As the daughter of an Atomic Vet, you should join NAAV]
From the e-mail to Dick dated Monday, 21 Aug. you seem to have a very strong desire for any information about your father and what happened. I will try to contribute what I can.
About all that I remember hearing at the time was that your fathers' F-84 had a flame out and was trying to glide to the Eniwetok air strip and couldn't make it. I and others assumed that the flame out was when he was in the mushroom cloud that was full of radioactive debris and other solids and the F-84s had a reputation for flame outs. We heard that a helicopter pilot witnessed the crash landing at sea and that an Air-Sea rescue SA-16 Albatross flew through a very hot fallout area to reach the crash site.
I have always been very curious as to what the full truth was, so I have read everything that I can find on the tragedy. Books like NRAs' History of Operation Ivy, Dark Sun, by Richard Rhodes and Plutonium Files, by Eileen Welsome and other that I have read have possibly filled in some information. I do have doubts as to what is verifiable facts and what is speculation in these records though. They do not necessarily agree with each other on all points. There are, however, a lot of things that I believe we can assume to be true that are mentioned in these books and records. The following is a compilation of what I believe we might assume to be true and could explain the reason for the flameout.
Red Team, led by Colonel Virgil Meroney [Red one] and including Capt. Brenner [Red two], Capt. Robert Hogan [Red three] and Capt. Jimmy P. Robinson [Red four] would be the first to penetrate the mushroom cloud. [It is also reported that they were flying into the stem, which was 20 to 30 miles in diameter and full of radioactive water, mud, steam and other solids from Elugelab Island.]
The altitude of the penetration has been reported from 33,000 to 44,000 feet. The first pair to go in was Meroney and Brenner. They switched on automatic pilot so they could take samples and record radiation readings and other data. It was reported that inside the cloud there was a red glow like flying inside red hot furnace, with severe turbulence and spots of extremely high radiation readings and accumulations. Because of the conditions inside and radiation accumulations they made a 90-degree turn and left the cloud after 5 minutes and cautioned Hagan and Robinson to not go too far.
Hagan and Robinson entered, gathered their scientific data, then turned to leave the cloud. At this point, the problems started. It was reported that Capt. Robinsons' F-84 stalled [lost its lift] and went into a spin. [This does seem plausible, as at this altitude and the conditions inside the cloud many things could cause the aircraft to stall. Turbulence alone could cause it, or a very hot area of air, possibly flying through too much solids would slow the plane or even a very hard turn as well as dozens of other things could cause a stall and spin under these conditions.] Capt. Robinson recovered from the spin but lost maybe 20,000 feet of altitude and reported that "I am OK and the aircraft is OK except it flies as if my flaps are dragging." He then had to climb back to altitude [that cost a lot of extra fuel] and rejoin Capt. Hagan and head for the tanker plane for refueling.
When Red Three and Red Four exited the thermonuclear stem the skies were filled with rain clouds, visibility was poor and neither could visually see the control aircraft or the refueling tankers. The electromagnetic interference from the thermonuclear blast disrupted the electronic equipment on the F-84s and caused the radar equipment on the control aircraft to malfunction. Because of this, the two pilots could not pick up the electronic signals from the tanker aircraft or from Eniwetok and the control aircraft couldn't give them accurate headings. It was reported that the two hunted for nearly an hour before they picked up a signal from Eniwetok. When they picked up the signal, Capt. Hagan had only about 600 pounds of fuel in his tanks and Capt. Robinson maybe 400 to 500 pounds. [F-84s burn about 1,200 pounds per hour].
Capt. Hagan, with his fuel tanks on empty, made a rough landing and blew out his right main tire. Capt. Robinson radioed the tower at 19,000 feet to say his fuel gauge was on empty. At 13,000 feet he reported that his engine had just flamed out. At 3,000 feet he told the tower that he couldn't make it and at 2,000 feet he said that he could see the helicopter and pilot, then said "I'm bailing out." Donald Foss, the helicopter pilot who had been following, assumed that Capt. Robinson was attempting a water landing and thought he saw the wing tanks and canopy being released. Other observers later told accident investigators they saw what looked like a seat being ejected from the aircraft. Foss reported that the aircraft hit the water hard and skipped like a stone for another 100 to 300 yards, then nosed over onto its back and sank. The rescue teams kept searching for Capt. Robinson, in the rain, and rescue units arrived from other areas as well, but to no avail. The above mentioned SA-16 was one. It had flown through a heavy fallout area to get to the crash site as soon as possible and the seven men on board were reported to have received radiation doses of from 10 Rm to 17.8 Rm. This SA-16 was later parked at a somewhat remote area of Kwajalien and Dick Conant and others received very high doses of radiation while guarding it. This aircraft was so hot that we later heard that it was towed to the open ocean and sunk.
One more item. Before the tests, there was an F-84 pilot that would land his plane on Kwajalien; then while still on the main runway would stand up with arms folded over the framework above the windshield; remove his helmet and taxi to the taxi strip and to his parking place doing a very good imitation of a politician in a parade. He would tip his hat, wave and salute any and all in the area. I don't know what the top brass thought of this fun, but the enlisted people loved it. I have always felt sure that it was Capt. Jimmy P. Robinson, but was never close enough to see for sure.
Dale
Email:leprechaun40@prodigy.net
Operation Ivy
