Jeffrey Y. Jones died on 11 April 1983.  Staff Sergeant Jones was presumed drowned after parachuting into the Pacific Ocean to rescue two US Navy aviators who had ejected from their aircraft.  Staff Sergeant Jones’ death, coupled with the subsequent accident investigation, was the spark that led to the concept and invention of the Rigging, Alternate Method Zodiac (RAMZ).   

This is the history of RAMZ concept development, design work, hardware procurement, testing, and fielding of the system.  This history is based on documents that I retained during my work as Military Airlift Command (MAC) Test Director; Chief, Pararescue/Recovery Branch while assigned to the 1550^th Aircrew Training and Test Wing, Kirltand AFB, NM from October 1981 to October 1983, and the Special Missions Operational Test and Evaluation Center, Hurlburt Field, FL from October 1983 to 28 October 1987. 

All who have parachuted into the open sea understand the associated risks.  As a career field, we were both good and lucky not to have had more fatalities at sea.  This accident could have happened to any one of us.  The following is an unclassified account of the events that led to SSgt Jones’ death. 

U.S.A.F. Pararescue Association Memorial Photo

Being the first out of the HC-130, and therefore the lower of the two, SSgt Rodman entered the water first where he immediately lost sight of his teammate.  The HC-130 crew reported both entered the water on either side of the injured pilot’s position.   The pre-briefed plan was to jettison the parachute canopy upon entry, jettison the reserve chutes and scuba tanks, and inflate their single-man life rafts.  Using the rafts to support them and their equipment, they would fin to the MA-1 Kit rafts and proceed to link-up with the injured pilot.  SSgt Rodman had steered to within approximately 50 yards of the MA-1 Kit, but due to high sea states and inability to see the rafts, it took him approximately 30 minutes to reach the MA-1 Kit.  The kit had drifted close to, but had missed the injured pilot’s single man raft.  SSgt Rodman caught the seven-man raft, and though nearly exhausted, deployed the sea anchor to slow the raft’s drift to assist the injured pilot and SSgt Jones in overtaking the kit’s position.  He also gave himself an injection to counter sea sickness and checked in on radio with the HC-130.  Shortly thereafter, when SSgt Jones had failed to check in, the HC-130 made several passes to observe his position, descending on each pass to get a better view.   

SSgt Jones’ parachute canopy was observed but no movement or activity could be seen.  Another MA-1 Kit was deployed and its rafts, flotation bundles and several hundred feet of rope lanyard quickly formed a V-shaped pattern around SSgt Jones’ parachute.  This would indicate SSgt Jones had grabbed the line or it had snagged on his equipment.  A marker beacon was dropped to further mark his position.  Still no word or contact was made with SSgt Jones.  Individual debriefs by HC-130 crewmembers now verify that SSgt Jones was still attached to his submerged canopy along with scuba and other equipment.  Since the canopy should have been released immediately upon entry into the water, the assumption has to be made that something happened to SSgt Jones to prevent him from doing this.  Parachute float tests have verified that once the canopy is released it will sink almost immediately from the weight of the risers and attachment hardware.  However, if the canopy remains attached to the jumper, his buoyancy could keep it afloat for a short period of time.  This is a significant fact since the chute did float one hour and thirty minutes before the MA-1Kit reached his position.  The MA-1 Kit then helped support the sinking canopy and equipment.  This evidence eliminates the possibility that SSgt Jones had departed the parachute (it would have sunk immediately) and became lost trying to swim to SSgt Rodman’s or the injured pilot’s position.  SSgt Rodman and the two pilots were recovered by a commercial ship.  SSgt Jones was lost at sea.”

Col Waters, the 1550 Aircrew Training and Test Wing Vice-Commander (1550^th ATTW/CV), was appointed accident investigation board president.  He returned to work at Kirltand AFB, NM in late April 1983 after the board completed its investigation.  He stopped by my office as soon as he returned (the test division office was next to his office) to discuss the board’s findings.  At the end of our discussion, he asked a question that he said had bothered him throughout the investigation: “why do PJs (Pararescuemen) not have a means to move across the surface of the water other than by swimming?”  I had no answer.  He then ordered me to find the answer and develop a concept and capability to meet that need.  He said that since the wing owned the Aerospace Rescue and Recovery Service (ARRS) combat rescue test function, he expected results soon. 

I started the project that day.  I had been assigned to the wing’s test division since October 1981.  The test division was managed jointly by the 1550 ATTW and Headquarters Military Airlift Command Test Directorate (HQ MAC/XPT).  My expectation was for a completed test and fielding of a system within a year.  However, test funding priorities delayed the test.   

My first step was to involve the three test pilots in the office in a brainstorming session to determine what would work within the constraints of an HC-130 with two Benson auxiliary fuel tanks installed.  A quick walk to an HC-130 on the flight line made it clear that any inflatable boat system had to be packaged so that the system’s footprint was as small as possible and compatible with the remaining space on the cargo floor.  Also, this system could not interfere with other HC-130 airdrop operations.  Over the next few days, I realized that an inflatable rubber boat had to be stacked on top of an engine already mounted to the boat’s transom.  My goal was to have the system hit the water mission ready with no assembly required.  I made many drawings which were scrutinized by the other testers; they continued to send me back to the drawing table until I had something that we all agreed was a good starting point.   

The selected drawing showed an inflatable boat accordion folded over an engine secured to the boat’s transom, with the engine fitted into a box that was secured to a platform.  No dimensions were included because I didn’t have a test article to measure.  I knew that a fuel tank was required and it had to be in the package, but I didn’t know yet how to include it.  I had the same issue with the inflation system; I knew it had to be connected to the boat for automatic inflation, but we all agreed that this issue, like the fuel tank, couldn’t be addressed until we had a test article.  We also agreed that the entire system had to be packaged for airdrop, but how to do that at this stage of planning was an unknown.  In the last drawing, I showed a cable that ran from an inflation bottle and connected to parachute hardware.  This cable would inflate the boat in the air soon after the parachute opened so the boat would land on the water inflated. The test pilots pointed out that an inflated boat would be aerodynamic and any wind would make the descent rate and direction unpredictable.  We agreed that the inflation bottle should be activated manually after swimmers reached the system on the surface of the water.  I erased the cable.  I went with this system as a first design. 

The next step was to author a MAC test request IAW Air Force Regulation (AFR) 55-43 and MAC Regulation (MACR) 55-80.  Test requests were detailed documents containing the test’s background, purpose, and method of accomplishment.  The test request is used to draft the test plan after the test request is approved and a test order is published.  It’s important to note that public law and Department of Defense (DOD) regulations prohibit funding of DOD tests that do not directly enhance “combat capability”.  I include this information because I have heard on many occasions that RAMZ development was driven by National Aeronautics and Space Administration (NASA) requirements.  That is incorrect.  I developed the RAMZ concept and capability to meet DOD combat requirements. The MAC test request contained no reference to NASA except as related to one of the seven Aerospace Rescue and Recovery Service (ARRS) mission areas of responsibility.  The NASA connection will be explained later in the history. The MAC test request, and the subsequent test plan, contained the following under Background and Purpose.
 

“The requirement to airdrop inflatable boats to conduct combat rescue is supported by current concepts of operation.  Pararescuemen (PJs) require this capability to infiltrate/exfiltrate and to effectively conduct operations in an objective area.  As an integral part of the rescue force, PJs conduct operations on the surface as an extension of rescue aircraft capabilities.  In the surface role, PJ teams search for, contact, authenticate, secure, medically treat, move, and exfiltrate personnel.  They require the capability to penetrate coastal areas and cross or operate on waterways when conducting surface operations.  They also require the capability to deploy from fixed or rotary wing aircraft and move across the surface of the ocean to collect, medically treat, and prepare multiple survivors for recovery.” 

I completed the MAC test request in June 1983 and submitted it to HQ MAC/XPT for coordination and publication.  HQ MAC/XPT forwarded the test request to HQ ARRS and 23^rd Air Force (23 AF) for coordination.  HQ ARRS completed their coordination in July 1983 and 23AF completed their coordination in August 1983. The MAC Test Request was approved in December 1983 and assigned  MAC Test Project Number 3-80-85, Airdrop of Inflatable Motorized Watercraft for Rescue Operations.

Concerned about the funding priority, I followed the test request with an Air Force Suggestion, AF Form 1000, Kirtland Suggestion 83-0711, Airdroppable Motorized Watercraft for Rescue Operations (see linked Word doc).  My hope was to accelerate test funding.  At the time, MAC funded only ten tests per year, and my test was competing with major airlift, Rescue, and Special Operations fixed wing and rotary wing aircraft tests.  

Unfortunately, the suggestion had no impact on the funding line, and MAC Test Project 3-80-85 was not funded until January 1987. 

The suggestion remained active until June 1987 when it appeared that I would conduct testing on my own suggestion.  To avoid a conflict of interest, I requested that the suggestion be cancelled (see linked Word doc).  The Kirtland AFB, NM suggestion office cancelled the suggestion immediately.  MSgt (CMSgt retired) Bruce Hickson was the suggestion evaluator at HQ MAC.  He attempted to reactivate the suggestion in the early 1990s.  Although time limits prevented reactivating the suggestion, his efforts are appreciated.

 I began looking for test components as soon as the test request was submitted.   

My goal was to use only items that were federally stocklisted to prevent competition from every component manufacturer who wanted a piece of the DOD budget.  The component search was put on hold in October 1983 when the 1550^th ATTW test function was moved from Kirtland AFB, NM to the Special Missions Operational Test and Evaluation Center (SMOTEC), Hurlburt Field, FL.  I arrived at Hurlburt Field in early Oct, 1983 to help stand up SMOTEC.  I continued in the same job that I held at Kirtland, MAC Test Director; Chief, Pararescue/Recovery Branch.  Special Operations history shows the following for SMOTEC. 

“The SMOTEC was activated in October 1983 as a direct reporting unit of Headquarters MAC. The center was formed through the consolidation of the test and evaluation function previously assigned to the 1550th Aircrew Training and Test Wing located at Kirtland Air Force Base, N. M., which was responsible for combat rescue related tests, and the informal test and evaluation staffs of both the 2nd Air Division and the 1st Special Operations Wing, Hurlburt Field, FL.  

SMOTEC filled a unique role by exploring new frontiers in special operations capabilities and developed better equipment and tactics to support Air Force Rescue and Special Operations forces located throughout the world.  It provided Rescue/Special Operations with the centralized expertise needed for development and operational testing of new systems and tactics, proposed changes in doctrine, and recommended new requirements.”
 

The NASA connection took place when I was TDY from SMOTEC to Patrick AFB, FL in the early spring of 1986 to do testing of the Helicopter Emergency Air Delivery System (HEADS) for Helicopter Crew Members.  MSgt Tony McFarr, the NCOIC of the Pararescue team at Patrick AFB, arranged a meeting with project officers from the Department of Defense Manned Space Flight Support Office (DDMS) and NASA planners to discuss astronaut recovery.  DDMS coordinates all DOD contingency support to our nation's manned space flight programs. 
 

The HC-130 concept of astronaut recovery uses two aircraft, one on orbit approximately 200 miles down range and one on cockpit alert near KSC.  Each aircraft would have three 3-man PJ teams on board with appropriate personnel and parachute equipment for deployment into the open sea.  Each team would have a MARS.  Two MA-2 Sea Rescue Kits would be onboard to supplement the recovery mission.  A PJ team would deploy on each end of the bailout impact area (KSC estimate is 6 miles) with first consideration to deploy to injured astronauts.  Using the MARS, the PJ teams would work toward the middle of the impact area recovering astronauts along the way.  One HC-130 would also deploy an MA-2 kit to the astronaut nearest the center of the impact area.  The MA-2 kit would then serve as a platform for rendering medical and survival care until recovery by helicopter or surface vessel.  The other PJ teams would remain in the HC-130s to provide emergency backup if any of the teams on the surface were unable to perform their portion of the mission, or if the bailout area exceeded 6 miles. 

Timely response is also required for coverage in the area beyond 200 miles down range from KSC to provide hands-on assistance within 24 hours after bailout.  In addition, immediate response is required for three Transoceanic Abort Landing Sites (TALS) to provide hands-on assistance within 3 hours after bailout for the area within 50 miles of the TALS, and 24 hours recovery for bailout beyond 50 miles from the TALS.   

The HH-3E concept for astronaut recovery uses two primary aircraft and two spares, all on cockpit alert at KSC.  Two aircraft would have a PJ team onboard with one MARS.  The first aircraft would have a 3-man PJ team and the second a 4-man PJ team.  The total of seven PJs provides one PJ for each astronaut.  Deployment of PJs would be by helocast to the astronauts with recovery by hoist.  The MARS would be available if required.” 

Critical Operational Issues.

Issue 1.  Can the MARS be packaged and rigged for deployment with the engine installed on the transom, the boat deflated, the fuel tank secured in the boat, and the inflation bottle installed?

Issue 2.  Can the packaged and rigged MARS be effectively and safely parachute deployed from fixed wing aircraft?

Issue 3.  Can the packaged and rigged MARS be effectively and safely free-fall deployed from rotary wing aircraft?

Issue 4.  Can parachutists effectively and safely deploy from the ramp of fixed wing aircraft with the MARS using static line and high altitude low opening (HALO) parachute procedures and equipment?

Issue 5.  What training is required to package and deploy the MARS?

Test Objectives.

Objective 1.  Develop the MARS packaging and rigging procedures.

Objective 2.  Develop procedures to airdrop the MARS in conjunction with deployment of PJs.

Objective 3.  Identify any special training requirements to package, rig, and deploy the MARS.

Objective 4.  Evaluate the MARS procedures developed by SMOTEC.

At this point I felt that the test was ready to begin.  The test plan was off for publication and most of the test components were on-hand or identified.  I was fortunate to have assigned to SMOTEC an airdrop qualified loadmaster, SMSgt Mike Polek.  Mike was so valuable that I insisted on putting his name on the test plan with mine as a test director.  Mike convinced me that the MARS delivery system had to be built around a standard container delivery system (CDS) bundle using an A-22 container with a G-12 or T-10 cargo chute and the FXC hydraulic automatic cargo release.  I had already designed the plywood engine box and base and, fortunately, the box and base dimensions were compatible with the standard CDS bundle.  Unfortunately, I wouldn’t be around for the start of the test or to observe what I’m sure were Mike’s ongoing contributions to the test’s management and the success of the effort. 
 

I received a call in July 1987 from the Pararescue Chiefs who were having a meeting at the assignments section at the Air Force Personnel Center, Randolph AFB, TX.  They said my choices were Korea or the Philippines with a 31 October 1987 report date.  To expect more than six years in the test business would be pushing my luck.  I picked Korea.  With the assignment to Korea came the job of finding a replacement for my SMOTEC position.  The SMOTEC commander directed me to find the right person, and to select him from the team stationed at Eglin AFB, FL to avoid permanent change of station costs.  I wanted someone who had the experience and drive to complete the MARS test and get the system in the field.  The MARS test would require good writing skills, documentation skills, a thorough knowledge of static line and high altitude/low opening (HALO) parachute procedures, and a familiarity with cargo delivery operations.  Above all, I wanted a PJ with proven situational and safety awareness.  The only name I offered to the SMOTEC Commander was MSgt (CMSgt retired) Bob Holler. 

Bob was the perfect candidate.  He had extensive static line and freefall parachute experience, great management and writing skills, and the drive to excel at anything he attempted.  Bob and I thoroughly reviewed the test project and continuity folder prior to my departure for Korea.  The continuity folder contained several copies of MAC Test Plan 11-17-77-4; names and phone numbers for the US Navy Coastal Systems Center personnel who agreed to provide the MARS test assembly; DDMS and NASA contact information; a copy of TM-02473 B-14/1, Operator’s Maintenance Manual, Military Amphibious Reconnaissance System, (MARS), June 1981; detailed plans for the engine box with contact information for the 834^th Civil Engineering Squadron to support fabrication of the engine box; contact information for the 834^th Equipment Maintenance Squadron to support rigging fabrication requirements; a written description and illustration to secure the boat to the transom and to accordion-fold the boat over the engine and box; and a parts list.   

The parts list included all of the MARS components, the A-22 cargo bag, the G-12 and T-10B parachutes, and the FXC automatic cargo parachute release.  SMSgt Polek had recommended the FXC release and, in July 1987, procured two FXC releases of different capacities for use during the test.  The FXC releases were given to Bob with the continuity folder.  The parts list did not include rigging items such as link assemblies, cords, flotation devices, honeycomb energy dissipating pads, or other items necessary to build the system.  These items were identified during testing to satisfy Test Objective 1, Develop the MARS packaging and rigging procedures. 

Bob began work at SMOTEC on 1 November 1987, three days after I left for Korea on 28 October 1987.  Bob managed an exceptional test. He successfully answered the test’s critical operational issues and met the test objectives.  This was a difficult test plan to run.  Great credit goes to Bob and others who spent the very long hours to assemble and deploy the test system and collect the test data. They dealt with successes and failures and made adjustments.  In the end, they produced an operationally effective and suitable system that now provides PJs the capability to move across the surface of the water by a means other than swimming, and that was the goal.  The RAMZ was fielded shortly after the final report was published in the SPRING of 1989 and it is still in use today. You may read the pdf copy of the final report at these hyperlinks: 

SMOTEC FINAL REPORT AIRDROP OF THE MARS MARCH 1989 part 1 
SMOTEC FINAL REPORT AIRDROP OF THE MARS MARCH 1989 part 2

There were others who made major contributions that led to the success of this test.  SMSgt Trelawny Bruce at HQ MAC championed the project and pushed the need for this capability at command level.  As command leadership and staff officers moved on, newly assigned leadership and staff officers were unaware of the approved 1984 MARS TD&E project and its importance.  SMSgt Bruce provided the education necessary to keep leadership on board.  MSgt John “Smitty” Smith was Bob’s assistant test director.  John worked long hours along side Bob and made major contributions to the success of this effort.  He remained fully engaged during the entire test period.  John also coordinated with the US Army technical writers to produce the final technical data, Technical Order 13C7-51-21, Rigging, Zodiac F470U Boat in A-22 Cargo Bag.  TSgt “Marco” Mahoney, a United States Parachute Association certified rigger, provided the rigging expertise.  Other Pararescuemen making contributions were Mike Harlow, Brian Douglas, Dirk Winrick, Bill Sine, and Mike Grey. 

Bob Holler and John Smith with a RAMZ System
Photograph courtesy of John Smith
 

Starting in the spring of 1989, Bob and I were stationed together at the 1730^th Pararescue Squadron’s operating location in Okinawa, Japan.  We had many talks about the RAMZ system and the test program.  He told me that he followed the test plan step by step.  He especially appreciated the hard work of John Smith, his and-picked assistant test director.  Between Bob and John, all of the test plan’s critical operational issues and test objectives were satisfied.   

John Smith told me the story about the destruction of the MARS during an early test deployment.  An M-1 cargo parachute release was used for the failed deployment instead of the FXC automatic cargo parachute release.  The MARS system separated from the parachutes shortly after exiting the aircraft, free fell to the water, and disintegrated on impact.  The remains are still at the bottom of Santa Rosa Sound.  It was at this point that Bob switched the boat component from a MARS boat to a Zodiac F470, and the FXC release that SMSgt Polek recommended and procured was used for the remainder of the test program and fielding of the RAMZ system.  All other MARS components, including the 35 hp MARS engine, were retained and are still in use today.  After the addition of the Zodiac F470, Bob changed the test’s name on the final report from “MARS” to “RAMZ”.  One document that I don't have is Bob's final report.  The final report was used for a few years as a technical guide to pack the RAMZ.  If anyone has a copy, please send it to me, preferably in electronic form, so that the final report is included in this history.  This is an important document that reflects Bob's hard work, as well as the hard work of John Smith and others. 

The RAMZ has been used on many operational rescue missions since it was fielded in 1988.  In the end, Col Waters got what he wanted, a means for PJs to move across the surface of the water other than by swimming.  And, you can bet that Jeff Jones would be proud to know that his unfortunate death produced this important capability. 

I would like those of you who have used the RAMZ operationally to write what you believe is an accurate mission report.  Some missions with the RAMZ were flawless, some were not.  I'd like to see the RAMZ history accurately reflect the system's operational effectiveness and suitability, as well as the heroic actions of our PJ force.  Also, please send RAMZ related newspaper and magazine articles.  Send mission reports and press products to the webmaster of this site rlapointe@gci.net  so that they can be added to this web page and become another important part of the History of the Rigging, Alternate Method Zodiac (RAMZ).

Very Respectfully, 

Chuck Hassler 

Additional Photographs
 

RAMZ Engine Protection Box and skid board.

F470U Zodiac prepared for accordion fold.

Boat accordion folded over engine and engine box.

RAMZ systems rigged for deployment.

Two RAMZ inside C-130 with 3-man 71st ARRS PJ team configured for freefall deployment.
Photo taken in 1995 Patrick AFB, FL by Robert Lapointe

About the Author

Chief Master Sergeant (Retired) Malcolm C. (Chuck) Hassler entered the Air Force on 9 February 1965 and volunteered for the Pararescue (PJ) career field during basic training.  He graduated from PJ School with his class on 15 February 1966.  His first assignment was to Udorn AB, Thailand where he flew combat search and rescue during the Viet Nam War.  During that assignment, he was selected as an Air Force Airman of the Year for 1967 and, as an Airman Second Class (E-3), represented the Military Airlift Command at the Air Force Association National Convention in San Francisco, CA.

His next assignment was as a PJ HH-3E helicopter instructor/flight examiner at Eglin AFB, FL where he trained PJ aircrew members for combat search and rescue operations.  During that assignment, he deployed for six months to the Republic of Korea in response to the North Korean capture of the USS Pueblo and its crew. http://www.espionageinfo.com/Pr-Re/Pueblo-Incident.html    

He then spent six years as the senior PJ Air Reserve Technician at Homestead AFB, FL.  As that assignment came to a close, he was asked to be part of the PJ School’s newly formed medical training staff.  He spent the next four years at Kirtland AFB, NM teaching and managing the medical training program. 

He returned to his position at Homestead AFB in October 1979, but then returned to Kirltand AFB in Oct 1981 to fill the position of MAC Test Director, Chief, Pararescue/Recovery Branch at the 1550 Aircrew Training and Test Wing.  It was during this assignment that he began work to invent and develop a motorized inflatable watercraft for PJ combat operations.  That work continued after the test division was moved in Oct 1983 from Kirtland AFB to the Special Missions Operational Test and Evaluation Center located at Hulburt Field, FL.  During his six years in test and evaluation, no test that he managed was more important to him than his efforts to find a way for PJs to move across the water other than by swimming.  Based on his work, the Rigging, Alternate Method Zodiac (RAMZ) was fielded in 1988. 

He returned to the operational field in Oct, 1987 when he was assigned as  Detachment Chief, Operating Location B (OL-B), 1730 Pararescue Squadron (1730 PRS), Osan AB, Korea, were he commanded the unit for two tours.  From Korea, he was assigned as Detachment Chief, OL-A, 1730 PRS, Kadena AB, Japan, and commanded OL-A until the deactivation of the 1730 PRS in 1990.  He was then assigned as the PJ Superintendent, 71 Air Rescue Squadron, Patrick AFB, FL from 1990 to 1993.   

In Oct 1993, Chief Hassler was assigned to the Combat Rescue School, Nellis AFB, NV.  During that assignment, he authored a “White Paper” that recommended the addition of aerial gunners to the HH-60 helicopter crew complement to free PJs from scanner and aerial gunner tasks and allow PJs to concentrate on Career Field Education and Training Plan core tasks.  Rescue leadership at HQ Air Combat Command (HQ ACC) non-concurred, even though HQ Pacific Air Force (HQ PACAF) fully concurred and was eager to proceed.  Based on these events, Chief Hassler sought out and received an assignment to HQ ACC, Langley AFB, VA to push the gunner agenda. 

Chief Hassler held the position of Pararescue Functional Manager, HQ ACC, from June 1995 to March 1998.  During that time, he prepared a staff summary sheet (SSS) that outlined the merits of adding aerial gunners to the HH-60 crew complement.  The Commander, Air Combat Command, approved the initiative and the aerial gunners were added in 1997.  The addition of the aerial gunners, coupled with Chief Hassler’s SSS that moved PJ evaluations from the aircrew evaluation system to the on-the-job training evaluation system, increased PJ training time by 54% with a corresponding increase in training quality and effectiveness. 

Military courses he graduated from include: U.S. Army Airborne, Military Freefall Parachutist, Jumpmaster, US Navy SCUBA, Ranger Mountain, USAF Pararescue, Pararescue Advanced Casualty Care, Pararescue Advanced Mountaineering, Pararescue Boat Master, Flight and Ground Instructor, Pararescue Flight Evaluator, Aircrew Survival, Jungle Survival, Pararescue Qualification, NCO Academy, and Senior NCO Academy.   

Chief Hassler flew as a crewmember on the following aircraft: HH-43, HH-3, HH-34, HH-53, HH-60, HU-16, HC-97, and HC-130. He accumulated 2,200 flight hours and over 700 military parachute jumps. 

Chief Hassler retired from HQ ACC, Langley AFB, VA in March 1998 after 33 years and 26 days in uniform, all in Pararescue.. His retirement ceremony was graciously sponsored by his PJ contemporaries at Moody AFB, GA.  He now lives with his wife, Becky, in Yorktown, VA.