THE WALL OF FACES

Chief Warrant Officer Stewart B. Goldberg, Served with the 614th Military Intelligence Detachment, 525th Military Intelligence Group, United States Army Vietnam.

Thank you for your service to our country so long ago sir. The remembrance from your sister Linda is poignant and reflects her enduring love for you. As long as you are remembered you will remain in our hearts forever…..

Dear CWO Stewart Goldberg,
Thank you for your service as an Utility/Observation Helicopter Pilot. Happy New Year. It has been too long, and it's about time for us all to acknowledge the sacrifices of those like you who answered our nation's call. Please watch over America, it stills needs your strength, courage and faithfulness. Rest in peace with the angels.

On July 25, 1969, a U.S. Army helicopter UH-1H (tail number 67-17533) from the 525th Military Intelligence Group was on a flight from Ban Me Thuot City Field to Pleiku when it crashed into Dragon Mountain due to deteriorating weather conditions resulting in the loss of two of the four crewmen and all six passengers. The lost crewmen included aircraft commander CW2 Stewart B. Goldberg and gunner SP4 David M. Valdez. The six lost passengers were CPT Vincent F. Sabatinelli, CPT Elvernon Peele, SFC Jay L. Everett, SP4 Ronald K. Dycks, SGT Gerald E. DuBeau, and CPT Arthur T. Pfefer. The following is a description of the accident by the crash investigating board: Aircraft #67-17533 had flown approximately four hours and fifteen minutes prior to the accident. All flight conditions were normal with the exception that low ceilings necessitated low level flight from Ban Me Thout to Pleiku. The cloud ceiling was approximately 450 feet AGL (above ground level) at the time of departure from Ban Me Thout City Field. Since the ceiling wouldn't permit VFR (visual flight rules) flight at 1000' AGL as required by 525th M.I. SOP, the Aircraft Commander elected to fly VFR low level. According to the pilot, clouds forced the aircraft down from approximately 400 feet AGL to approximately 50 feet AGL as the weather deteriorated. From Ban Me Thout they utilized dead reckoning navigation to intercept Highway 14, and followed it north towards Pleiku. Due to the additional strain encountered by low level flight, the Aircraft Commander and co-pilot exchanged control of the aircraft several times. As they approached Dragon Mountain, visibility rapidly deteriorated. At this time the Aircraft Commander took control and instructed the co-pilot to monitor the instruments. He slowed the aircraft from approximately 110 knots to 80 knots and initiated a right turn, presumably to complete a 180 degree turn and regain VFR flight conditions. There is a distinct possibility that the Aircraft Commander went into vertigo at this time. The attitude indicator on the left side of the aircraft was inoperative. Another indication of vertigo is a tape recorded by Peacock Control, Pleiku. Approximately 2 seconds after the co-pilot Rogered a weather report, he told the Aircraft Commander that he was in a steep bank. The aircraft was heading into the side of Dragon Mountain at this time. The tape also indicates that the mountain was seen just prior to impact. The Aircraft Commander apparently initiated an extremely steep flare as is evidenced by the fact that the tail rotor blades struck the ground first. He must have also applied collective pitch in an effort to cushion the impact as is evidenced by the fact that the aircraft slid approximately 60 meters up a 50- to 60-degree slope before the main rotor made contact with the ground and broke away from the aircraft. The aircraft flipped end over end when the main rotor broke away and then rolled approximately 30 meters back down the mountain where it came to rest, upside down, and burned. [Taken from vhpa.org]

Dear CWO Stewart B Goldberg, sir

As an American, I would like to thank you for your service and for your sacrifice made on behalf of our wonderful country. The youth of today could gain much by learning of heroes such as yourself, men and women whose courage and heart can never be questioned.

May God allow you to read this, and may He allow me to someday shake your hand when I get to Heaven to personally thank you. May he also allow my father to find you and shake your hand now to say thank you; for America, and for those who love you.

With respect, Sir

Curt Carter