Background
Just as the United States was ending its massive involvement in Vietnam and reducing its force structure, the Military Airlift Command (MAC) was called upon to conduct a major wartime airlift in support of Israel . At approximately 2 p.m. on the afternoon of 6 October 1973, (the day of Yom Kippur, the Jewish Day of Atonement), Egypt and Syria simultaneously attacked Israel in violation of the tenuous cease-fire that had existed between the three countries since the 1967 Arab-Israeli War. Desperately engaged in a war on two fronts, Israel quickly pressed all of its El Al Airline commercial aircraft into service to ferry replacement war materials from the United States; however, these airlift resources were inadequate to transport the large amount of supplies needed, especially the outsized cargo. Intensifying the crisis, the Soviet Union began airlifting supplies to Egypt and Syria on 10 October.
The Airlift
In response to an urgent request from Israeli Prime Minister Golda Meir, President Richard M. Nixon initiated an aerial resupply operation to Israel starting on 13 October. Nicknamed NICKEL GRASS, the airlift soon proved the value of maintaining a responsive and efficient military airlift system. For the next 32 days, MAC C-141 and C-5 cargo transports streamed steadily into Lod International Airport at Tel Aviv from onload points throughout the United States carrying urgently needed war materials. The aerial resupply was conducted with an en route stop at Lajes Field in the Azores, approximately one half of the one-way distance of 6,450 nautical miles from the United States to Israel. Given the diplomatic sensitivities associated with so much of the world’s dependence on Arab oil, the C-141 and the C-5 flight routes over the Mediterranean carefully avoided the airspace of all the nations in the region.
The first mission was completed when a C-5 landed at Lod Airport on 14 October with 186,200 pounds of cargo. To expedite the unloading operations of all the MAC aircraft arriving in Israel, another C-5 had been dispatched to Lod with material handling equipment and aerial port personnel. Unfortunately, it was forced to abort at Lajes for maintenance. As a result, the cargo aboard the first C-5 was unloaded manually by Israeli civilians and MAC crew members. The command’s airlift planners scheduled the flights into Lod at the rate of four C-5 and 12 C-141 missions daily. The airlift flow peaked on 21 October with the arrival of six C-5s and 12 C-141s. Nine days later, 30 October, the intensity slackened as sealift began to take over the bulk of the resupply operation.
From the arrival of the first mission on 14 October through the landing of the last aircraft at Lod on 14 November, MAC’s combined force of C-5s and C-141s airlifted 22,318 tons of material to Israel. The delivery was completed in 567 missions and 18,414 hours of flying time. In 145 missions, the C-5s carried half of the tonnage, and the C-141s moved 10,754 tons on 422 missions.
By the time the cease-fire was in place on 2 November, MAC’s Israeli operation had outperformed the Soviet effort in resupplying Egypt and Syria. The Soviet Air Force used AN-12 and AN-22 transport aircraft to haul 15,000 tons on 935 missions. What made MAC’s performance all the more noteworthy was that C-5s and C-141s had covered a one-way distance of 6,450 nautical miles compared with an average distance of 1,700 nautical miles flown by the Soviet transports.
Contributing so significantly to the success of Operation NICKEL GRASS was the C-5 which carried an average of 73 tons to the C-141’s 28 tons. Additionally, the C-5 transported outsized cargo including 155mm howitzers, 175mm cannons, M-60 and M-48 battle tanks, Sikorsky CH-53D helicopters, and McDonnell Douglas A-4 Skyhawk aircraft fuselages. No other USAF aircraft had that capability. NICKEL GRASS further constituted the first real test of the C-5 under wartime conditions.
While the Israeli Airlift confirmed the importance of the United States maintaining basing facilities at Lajes, it also renewed interest in developing the C-5’s aerial refueling capability. Had the Portuguese not made Lajes available and with Germany, Spain, Greece, and Turkey refusing aircraft landing rights, MAC would have been hard pressed to execute Operation NICKEL GRASS.
An account by Lt. Col. Harry Heist, USAF (Ret)
On 6 October, as Israel was being attacked by Egyptian and Syrian forces, our C-5 crew was onloading materials at Patuxent Naval Air Station, Maryland, for a trip that would take us across the Pacific Ocean to Anderson AFB on the island of Guam. The Paris Peace Accords had ended the United States’ direct military intervention in Vietnam, with the cease-fire agreement going into effect on 27 January 1973. However, the United States continued to provide assistance to counter North Vietnam’s incursions into Cambodia, Laos, and South Vietnam. Anderson AFB’s location and its mission were critical in providing this assistance.
Our return trip took us via Hickam AFB, Hawaii, arriving back at Dover on 14 October only to be met by the squadron’s operations officer informing us to wash our flying suits, hug the wife and stand by for a trip to Israel. In less than 36 hours I was on the ramp at Wright Patterson AFB, Ohio, onloading cargo for Tel Aviv. During the period of 17 days I would fly four missions in support of Operation NICKEL GRASS ended only by maxing out my allowable flying time.
As with most new things, there were some problems with the C-5’s sophisticated navigational systems. Although the C-5 had inertial navigation (very high tech at the time) and doppler, both were sometimes prone to failure and considered simply as just other aids to navigation. The C-5 did have a full complement of navigation gear — sextant, loran, radar, etc. However, due to the constraints placed upon the aircrews (restricting the fly over of the airspace of the Mediterranean border countries), navigation from Lajes through the Mediterranean and into Israel at times became a bit hairy. I recall that on one mission we had minimum navigational aids. It was dark, and we were approaching the Straits of Gibraltar. There is a ten mile gap between Gibraltar and the coast of Morocco, and we were required to fly between the two with just five miles on each side of the center line. Normally the radar would get us through there okay, but this time we had lost our radar and our other electronic navigational aids were unreliable at this location. With the aircraft’s speed clocked in excess of Mach .78 (530 mph) and our altitude 5½ miles above the water, the coasts were approaching rapidly with no time to fix our position by celestial observation. I had the pilot look out of his window and the co-pilot out of his and I was sitting in the jump seat between the two of them as we flew down the center line visually sighting the ground lights on both coasts. Aided by radio fixes and with the help of the U.S. Navy’s 6th Fleet, we approached the Eastern Mediterranean where we picked up our Israeli F-4 Phantom escort for a safe approach and landing at Lod Airport.
Regardless of the time of arrival at Lod, every aircraft was welcomed by very attractive El Al Airline flight attendants who had prepared a brunch for the crew. Also, on every departure, each crew member received a flight lunch, sometimes more than one, usually with steak and plenty of fresh fruit. Souvenirs were also given to the crews and one that I received is in the museum’s NICKEL GRASS exhibit.
My last trip into Lod was on 4 November and, following two weeks at home, I was again back in Southeast Asia at U-Tapao , Thailand.
Sources: MAC History Office, Anything, Anywhere, Anytime: An Illustrated History of the Military Airlift Command, 1941-1991 ; Heist, Harry, memoirs
I am constantly saddened to discover that the Strategic Air Command’s contribution to Operation Nickle Grass seems to be continually ignored since SAC was deactivated. I was the SAC Tanker Task Force command post for most of the operation. Notice I didn’t say I worked there – I was the ONLY command post controller who got to Lajes at the initial deployment, so I was the command post. I slept under my desk during lulls in operations for almost two weeks. Then-Colonel Robert E. Chapman was the tanker task force commander. He was the 380th BMW decputy commander for operations. I traveled from Plattsburg AFB, NY to Lajes with him.
I was at Lajes with the 135s from Pease. My OMS/CC, Lt Col Leroy Gibbons was in charge of maintenance operations. We got there a couple of days before MAC trash-haulers started to arrive. I agree, SAC Operations take a distant back seat, I guess technically we weren’t even part of “Nickel Grass” since that was an airlift operation and AR was a SAC mission at that time.
I was months pregnant and living in Bat Yam during The Yom Kippur war – A week or more after the start of the war, I remember standing in Tel Aviv at the corner of Rehov Ben Yehuda/Frishman and heard a loud cargo plane overhead. I looked up and there was (what I now know) the C-5 the letters U S A F were on the wingspan (from underneath) – either headed to or coming from Lod. I broke down and wept, as an American/Israeli I felt much gratitude for the country of my birth. I will always remember that moment for the rest of my life. Our son was born at Assouta Hospital in Tel – Aviv, December 1973. Thank you for saving our lives. The memories have not diminished for 47 years SHALOM!
According to internet searches I found 2 units awarded the USAF Outstanding Unit Awards. The 313th Military Air Lift Squadron in June 1974 and the 1605th Air Base Wing in January 1974 for Operation Nickel Grass.
I was a security police desk Sgt during Operation Nickel Grass when the first planes landed. It was 12-hour shifts for the entire operation. My wife and I spent three years at Lajes. I often wondered why the thousands of men and women who took part in this operation never got real credit for what they did. I thought a ribbon or medal should have been issued.
I agree it should have been a medal or accommodation of some sort. You folks did a great job. I was working in the Command Post at 21st Air Force during this time. We were amazed the number of aircraft you folks were able to handle. We joked that if we tried to put more aircraft in there the island would certainly sink.
SAC tankers got there first. As the MAC acft started to arrive, we were pushed further and further up the ramp so the airlifters could park over the refuel pits Billeting was space, they put maybe six of us to a room too small for two.
You think you were ignored during operation nickel grass. I was part of a 4 man USMC communication team providing support during the operation.
Our team pulled 24 hours support for about 2 weeks at Lajes AFB.
I heard that there was a medal issued to US forces later on (armed forces expeditionary medal).
I recently checked with the USMC awards dept and they don’t have info on our involvement.
Oh well
I was a C-5A Navigator newly assigned to the 9th MAS at Dover AFB when Operation Nickel Grass kicked off. Having just completed my training and initial check-out, my first operational mission was going to LOD in Tel Aviv. The navigation computer locked up just past the Straights of Gibraltar but the radar was still working. Used the radar to complete the zig-zag route through the Mediterranean to Tel Aviv. It was night time on the return leg to Lajes so we could use the stars to navigate to a successful return to the field and some much-needed crew rest after a 28 hour day.
I was a crew chief at Dover during operation Nickel Grass. I flew to the Azores and on to Tel Aviv twice without a break. No crew rest for the us flying crew chiefs until we got back to Dover. We had to stay on the aircraft at Lojes and Tel Aviv to perform the necessary inspections and maintenance. We also did not receive any of those great meals or momento’s that the rest of the crews got from the folks at Tel Aviv. Also never received any award, citation, or even a letter of appreciation for our efforts.
I was a C5A loadmaster that participated in Operation Nickel Grass. 60th MAW, 75th MAS, Travis AFB. I made 3 trips from the East Coast to Azores and Lod Airport in Tel Aviv. The Four, F4 IAF fighter escort and the meals were great, but I and our crew never received any award, citation, or even a letter of appreciation for our efforts. Not from the Israeli Government. Not from the USAF. Not even from the US government. On our last trip we delivered 3 tanks picked up in Georgia. While there we picked up a mobile Russian SAM launcher. We then flew a clandestine mission into the UK spent the night and then flew it to Wright-Patterson so they could examine infrared sight they were using to shoot down our B52s in Nam. Why is there no award for this? You’re welcome….
In 1973 I served in IDF during the war. The betrayal of Greece Spain and especially Germany is so hard to swallow. I would like to tell you personally that most of the Israelis even were not informed about all this, and about your heroic efforts. Thank you. And god bless. Without you israel would’ve not survived.
I was stationed with the 436th AMSq. at Dover AFB during Operation Nickel Grass Oct. 1973. The base was on tight security and some C-5s were roped off for extra security with a guard ready to shoot. We entered the aircraft for maintenance and noticed trucks painted U.N. white in the cargo bay. We saw lots of cargo painted white. So many were part of the airlift. We had support airmen at the Azores and had it went longer i would of rotated there for TDY. After it was all over each unit on base got a briefing and a job well done from our base commander.
I was a crew chief on the SAC response to Nickel Grass. Our KC-135As were at Lajes a day or two before MAC started showing up. We had about 10 tankers there and we were yo-yoing the F4s and A4s coming across the pond providing them fuel so they could get in closer to Ben Guiron.