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An up close and personal interview with U.S. Army Veteran and Togetherweserved.com Member:
CW2 Phillip M. Kemp U.S. Army (1965-1969)
WHAT INFLUENCED YOUR DECISION TO JOIN THE MILITARY?
In high school I decided that I wanted to be a jet-fighter pilot and signed up for Air Force ROTC in college. Being on the ROTC Sabre Drill Team gave me the opportunity to ride in, and actually handle the controls of a T-33 jet trainer and, from then on  I was definitely hooked on flying. However, due to several factors (mostly a girl-friend back home) ROTC was about the only course in which I had decent grades. In fact, I flunked so many classes that the university would not let me attend the following year. So, I got a job instead, figuring my dream of flying was dead.
However, several months later, I received a brochure in the mail from my local Army recruiter regarding the Warrant Officer Rotary Wing Aviator Course (WORWAC) which only required a High School Diploma, rather than the Bachelor's Degree required by the Air Force, Navy or Marines.
After successfully passing all tests, plus a flight physical and oral board, I eventually enlisted for the course, just days before I was due to report for the draft. This was surely a God thing since, had I been drafted, I would have started out as a private, probably in the infantry in Vietnam and my getting approved for flight school would have taken at least two years.
WHAT WAS YOUR SERVICE CAREER PATH?
Following Basic Training, I went directly to WORWAC primary training at Ft. Wolters, TX, then advanced training at Ft. Rucker, AL.
In this class photo (taken at Ft. Wolters, TX Primary Helicopter School - Class 66-13) I am in the 3rd row, 6th from left. John Kinney and Harold Ketner,  roommates who later died in separate helicopter accidents and who are both featured in my Remembrance Profiles section are also in this picture. Mel Macie, my roommate in Advanced training at Ft. Rucker is also pictured.
Immediately after graduation I was sent to Vietnam as a helicopter pilot for 13 months. At the end of that tour I requested CH-37 Mojave transition and posting to Germany for what I thought would be the duration of the remaining 18 months of my commitment.
However, after less than one year in Germany, I was ordered back to Vietnam in order to fulfill the Army's quota for 2nd tour pilots there. At that time I offered to go "Indefinite" on my commitment if the Army would grant me a direct commission to 1st Lt. plus either a Chinook or airplane transition. However, as the war was then winding down and thus the need for pilots, the best they would offer was a direct commission to 2nd Lt. in the Infantry, then maybe Chinook or fixed-wing school after another Vietnam tour as an infantry officer. The only other options were either Cobra transition, followed by a full tour in Vietnam or simply to go back to "Nam" as a Huey pilot and finish out my remaining 7 months obligation. My decision to do the latter was pretty much a "no-brainer".
My orders simply assigned me to the 1st Aviation Brigade and, on arrival at their HQ, I was offered my choice of nearly any of the Brigade's units which covered most of Vietnam. Knowing of the 120th Assault Helicopter Co's. mission flying VIPs out of Saigon, I chose that unit because it offered the best chance for survival. However, on arrival there and seeing what was required of all crews(white-wall haircuts, spit-shined boots and a course in proper etiquette) I requested to be transferred to the company's Razorback gunship platoon.
DID YOU PARTICIPATE IN COMBAT OPERATIONS? IF SO, COULD YOU DESCRIBE THOSE WHICH WERE SIGNIFICANT TO YOU?
 I participated in numerous combat operations during my combined 20 months in Vietnam, most of whose names I don't recall. These were spread from the DMZ to Saigon and from the So. China sea-coast to the borders of Laos and Cambodia. The largest one was Junction City near Tay Ninh in 1967 involving hundreds of helicopters. At that time, it was the largest operation of the war.
Photo is by an unknown photographer (taken from the Internet) of a scene very similar to what I experienced during Junction City.
FROM YOUR ENTIRE SERVICE CAREER WHAT PARTICULAR MEMORY STANDS OUT?
As is often the case, the scariest experience stands out the most. For me, this occurred near the end of my first tour in Vietnam in Oct '67. Our aviation company (48th AHC Blue Stars) was asked to provide several helicopters and crews for a month, or so to travel up near the DMZ to replace a unit that had been badly shot up by NVA regulars. Due to the dangers involved, this was a strictly volunteer operation. I know, and I knew it then - you're not supposed to volunteer for anything in the service. However, I was 22 years old, single, invincible and stupid.
Anyway, before deploying up North we practiced for several weeks doing mock combat assaults (CAs) while wearing gas masks. No one would tell us why this was necessary. But, it was easy to imagine.
We flew as a group (8 slicks and 4 gunships if memory serves) in formation from our base in  Ninh Hoa to Hue Phu-Bai where we based while assigned to a Special Forces unit employing Laosian mercenaries. We did several operations around Khe Sanh during that period (photo is of U.S. Marine Corps CH-53 "Jolly Green Giant" and a Blue Star/Joker gunship at Khe Sanh).
But, the memory that stands out most was a mission to airlift this unit just across the border into Laos, near the Ho Chi Minh Trail. The object was to render that portion of the trail (more like a highway at that point) inoperable for a longer period than B-52 air-strikes, the damage from which would be repaired in a few days. The area was protected by an entire NVA Division, employing all sorts of anti-aircraft weaponry. Thus, the need for the area to be gassed before we went in with the troops. This was dispensed by So. Vietnamese Air Force helicopters.
The gas worked well, as the only fire we encountered was while in route from Hue, due to flying lower than normal, under a cloud-deck. However, landing in that area wearing gas masks and the thought that the NVA might also have gas masks was very unnerving.
As it turned out, the worst part was on the trip back to Hue. In order to avoid getting shot at again, we decided to climb up above the cloud-deck, hoping we could find a hole to get back down through. All of us were running low on fuel and would not have enough to shoot an instrument approach down through the clouds. By God's grace, there was a large hole in the clouds right over Hue and we all made it back to base with no problem.
WERE ANY OF THE MEDALS OR AWARDS YOU RECEIVED FOR VALOR? IF YES, COULD YOU DESCRIBE HOW THIS WAS EARNED?
 No awards received for valor. The above-described mission into Laos didn't count - I suppose because it was a secret, at the time.
However, I did receive the Air Medal with 30 oak -leaf clusters. See details elsewhere in my profile.
The Air Medal (in and of itself) was not given for valor or any particular mission. It was based solely on the number of missions flown in combat - one Medal for each 25 missions. The Air Medal with "V" device was awarded for valor.
OF THE MEDALS, AWARDS AND QUALIFICATION BADGES OR DEVICES YOU RECEIVED, WHAT IS THE MOST MEANINGFUL TO YOU AND WHY?
Undoubtedly, my Aviator's Badge is the most meaningful. I worked very hard through 10 months of flight school to earn it, along with Warrant Officer status.
After joining ATWS, I was asked by a VPA volunteer whether I should qualify for the Senior Aviator's Badge. So, I researched on the internet and found a site which stated the requirement for the Senior badge as being 1000 flight hours OR seven years service from time of receiving a rating. Since I had well over 1000 flight hours in the Army, I submitted a request for a change to my military record for upgrading to the Senior status.
The request was denied, stating the the actual requirement is 1000 hours PLUS seven years of service. Obviously, since I only had three years of service following the time of rating, this denial was justified.
WHICH INDIVIDUAL PERSON FROM YOUR SERVICE STANDS OUT AS THE ONE WHO HAD THE BIGGEST IMPACT ON YOU AND WHY?
I'd definitely have to say WO Bruce Benthagen had the biggest impact - not all of it positive, but most. Bruce was a fellow gun-ship pilot in the 120th AHC Razorbacks who had been there several months when I arrived.
He's a born leader and one of the best pilots of  the many with whom I've flown during my 42 years in aviation. While he loved to party and "raise hell" at times, he was always the most dependable wing man you could ask for and a great inspiration to me.
Bruce was from a rural area of Minnesota where his parents owned a farm. We were both released from active duty at about the same time. After buying himself a new Corvette, Bruce decided to come visit me in Colorado (big mistake). I borrowed his 'Vette one night, accidentally punctured a hole in the oil-pan, losing oil and seizing the engine. It took us most of that summer to repair it, by which time he had met a girl whom he married a few months later. They settled in the Denver area and sometime later Bruce served as best man at my wedding to Ruth in Jan. 1972. A few years later his parents sold the farm and also moved to Denver.
Picture from l. to r. - Ruth with Shelby and Bruce Benthagen, taken in 1975.
CAN YOU RECOUNT A PARTICULAR INCIDENT FROM YOUR SERVICE THAT WAS FUNNY AT THE TIME AND STILL MAKES YOU LAUGH?
During Advanced helicopter school at Ft. Rucker, AL, by far the toughest course we had to take was instrument flying. This was particularly hard for me, partly due to my naturally hating this kind of stuff and partly due to my instrument instructor's nasty personality and method of teaching (yelling  and hitting you over the head). Half-way through the course and in serious danger of flunking out I requested and got a change of instructor. Even so, I still barely passed.
To get through this ordeal, I did what most other red-blooded, American GIs do under extreme stress - turned to the booze. Every week-end would find me and my roommate (Mel Macie) hitting the beaches in the nearby Florida panhandle and most of the bars along 100 miles of coastline.
One such weekend we both got even more intoxicated than usual, passed out on the beach Sunday night, awoke the next morning still half-drunk and needing to be on the flight-line at 0800 hours for instrument flight training.
Somehow, we managed to drive the 90 miles back to base and get to the flight-line on time, but looking and smelling like "something the cat dragged in". Oddly enough, my instructor didn't say a word about it - just told me to jump in our Bell 47. Fortunately, we students didn't have to get checked out in that machine, since we only flew it for the eight weeks of instruments before moving on to transition into the Huey. Therefore, the instructor always started the aircraft - good thing, because I doubt that I could have done it in my condition without damaging the machine.
All I remember from the flight is shooting several instrument approaches, something with which I struggled immensely on previous occasions, and being told by my instructor that they were the best, smoothest approaches he had seen from any student in a long time.
I'm still not sure what, if any, conclusions can be drawn from that experience. But, it sure was good for a lot of laughs.
WHAT PROFESSION DID YOU FOLLOW AFTER THE SERVICE AND WHAT ARE YOU DOING NOW? IF CURRENTLY SERVING, WHAT IS YOUR CURRENT JOB?
 As mentioned elsewhere in my Profile, I continued flying helicopters for the next 37 years after getting out of the Army. 27 of those years were spent flying Emergency Medical Services helicopters, helping to save countless lives in the process.
Although I gave up flying in 2008, as of this date (Nov. 2010), I continue to work for Air Methods Corp. in their Operational Control Center, helping fellow EMS pilots perform their duties safely, efficiently and legally.
Photo taken on helipad of Penrose Hospital, Colorado Springs, CO. Aircraft is a Eurocopter AS 350 B3 Astar.
WHAT MILITARY ASSOCIATIONS ARE YOU A MEMBER OF, IF ANY? WHAT SPECIFIC BENEFITS DO YOU DERIVE FROM YOUR MEMBERSHIPS?
 The only military association with which I'm involved is the Vietnam Helicopter Pilot's Assoc. Membership provides ready access and fellowship with many guys who shared a similar experience which only they can truly appreciate and to which we can equally relate. This is similar to TWS, but involves an even closer relationship with guys who did the same job.
The VHPA is also an excellent source of historical information on that particular portion of American military history surrounding the Vietnam war, as well as a great resource for services available to Vietnam Vets.
Photo is of me in Aircraft Commander's seat of UH-1D; taken at Nha Trang Airfield, RVN 1967.
HOW HAS MILITARY SERVICE INFLUENCED THE WAY YOU HAVE APPROACHED YOUR LIFE AND CAREER?
 Having come from a broken home and being raised a good deal by my grand-parents, I didn't receive much discipline during my childhood and teen years.
Of course, military service was a big shock, but definitely what I needed. Lack of discipline in one's life is a terrible handicap and I'm thankful that was corrected during my 4 years in the Army.
This has made a huge difference in my life (particularly in being married for nearly 39 years and in raising a wonderful daughter who, along with her husband, is now raising 4 wonderful children).
I believe it also, along with other lessons learned in the service enabled me to succeed in my chosen career where discipline and good judgment are essential.
WHAT ADVICE WOULD YOU HAVE FOR THOSE THAT ARE STILL SERVING?
Make the most out of your time in the service by investing all of yourself that you can. You'll only get out of that experience what your willing to put in. The Army gave me a wonderful, life-long civilian career for which I'm extremely thankful. Even if I hadn't stayed  in aviation, my time of service would have given me a tremendous advantage the rest of my life, just by the things I learned there.
If you screw up and waste that time, it will have a debilitating affect on you for years to come. Likewise, If you do it well, it will be a blessing to you and yours for the rest of your life.
I nearly blew it myself by a lot of drinking and carousing during those years. It was only God's grace, fueled by the prayers of a faithful Great-Aunt that kept me from falling and eventually led to my coming to know Him in a personal way through His Son.
As I write this during Christmas season of 2010, my best advice, no matter where or how you're serving is to seek Him while you're able.
IN WHAT WAYS HAS TOGETHERWESERVED.COM HELPED YOU MAINTAIN A BOND WITH YOUR SERVICE AND THOSE YOU SERVED WITH?
Before getting involved with TWS, I pretty much relegated any memories of my service to the back of my mind, seldom thinking or talking about them. Perhaps that's typical of a lot of Vietnam vets, having served in an unpopular war about which most Americans don't want to think or talk.
TWS has given me a way to re-connect with a lot of those memories and develop a greater sense of pride in what I accomplished during my time of service, as well as the war in general.
Though I haven't talked directly with many of those I served with, just reading the accounts of others who went through similar experiences has helped to renew that special bond one only develops through sharing such things.
I think having an outlet like TWS, where a person can put into words their feelings in this regard is also a great way to promote healing of some of the unseen wounds which occur during any war. I know it has for me.
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TWS VOICES
TWS Voices are the personal stories of men and women who served in the US Military and convey how serving their Country has made a positive impact on their lives. If you would like to participate in a future edition of Voices, or know someone who might be interested, please contact TWS Voices HERE.
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