Capt. Sara Joyner takes Command of Airwing 3. The first woman to hold the honor!
Captain Sara “Clutch” Joyner, a native of Maryland, received her commission in 1989 graduating with merit from the United States Naval Academy with a Bachelor of Science degree in Oceanography.
After graduation, she attended flight school and earned her Naval Aviator wings in July 1991 from VT-24 in Beeville, Texas. After completing flight training, Captain Joyner reported to VC-5, the “Checkertails,” in Cubi Point, Philippines to fly the A-4E Skyhawk. In May of 1992, due to the imminent closure of Cubi Point, she was assigned to VC-8, the “Redtails,” in Roosevelt Roads, Puerto Rico.
Captain Joyner reported to COMSTRKFIGHTWINGPAC in Lemoore, California in November of 1994 as Assistant Operations Officer. She subsequently received a transition to the F/A-18 Hornet and reported to VFA-125, the “Rough Raiders,” for training in October of 1996.
Upon completion of her training as a Hornet Pilot, she reported to VFA-147, the “Argonauts,” in May of 1997. Remaining with VFA-147 for both her Junior Officer and Department Head tours, she completed two Western Pacific Cruises to the Arabian Gulf aboard USS NIMITZ (CVN 68) in September of 1997 and USS JOHN C. STENNIS (CVN 74) in September of 1999 in support of Operation SOUTHERN WATCH. In November of 2001, she again deployed with VFA-147 aboard USS JOHN C. STENNIS in support of Operation ENDURING FREEDOM. During her tour at VFA-147, she served in many capacities, including the Department Head in Maintenance, Operations, and Safety.
In January 2002, she reported to United States Joint Forces Command, Norfolk, Virginia where she served in the Current Operations Branch as Force Deployment Officer for the NORTHCOM, EUCOM, and CENTCOM Areas of Responsibility in support of Operations ENDURING FREEDOM and IRAQI FREEDOM. She reported to VFA-105 in November of 2006 as Executive Officer.
In March 2007, Captain Joyner assumed command of VFA-105. On 2 November 2007, she led the Gunslingers on their combat cruise to the Persian Gulf in support of Operation Iraqi Freedom. Under her leadership the squadron performed nearly 2,000 combat missions totaling over 4,900 flight hours and delivering 35,000 pounds of ordnance in support of coalition ground forces in Iraq.
Captain Joyner recently completed her tour at OPNAV N88 as the Joint Strike Fighter Requirements officer responsible for bringing the next generation of carrier strike aircraft to the fleet.
Former President (and once the youngest Naval Aviator) George HW Bush is in need of all of the love and support we can muster.
According to an AP/CBS report today December 27, 2012…
Former President George H.W. Bush is being treated in the intensive care unit at a Houston hospital after suffering “a series of setbacks,” including a stubborn fever, his spokesman said.
In a brief email Wednesday, Jim McGrath, Bush’s spokesman in Houston, said the 88-year-old former leader had been admitted Sunday to the ICU at Methodist Hospital. McGrath said Bush, the oldest living former U.S. president, was alert and talking to medical staff.
“His doctors have said emphatically this is not the end game,” McGrath told the Houston Chronicle.
He said doctors are cautiously optimistic about Bush’s treatment and that the former president “remains in guarded condition.” He said Bush was surrounded by family.
To this great Naval Aviation Community… Pray (if you got ‘em), a good man could use all the support we have.
Today marks the formal conclusion of a vaunted ship’s faithful career. In Traditional Naval Ceremony the crew of USS Enterprise CVN-65 and distinguished guests inactivated the “Big E”. In what began with Carrier Strike Group Commander Rear Admiral Ted Carter’s Flag being lowered from the yardarm and concluded with the crew disembarking the long serving Enterprise was allowed to rest.
(Photo Credit: U.S. Navy photo by Mass Communication Specialist 3rd Class Zachary S. Welch/Released)
51 years is becoming less and less a significantly long time in the annals of history, however, for an aircraft carrier to serve 51 years not just partaking in ‘History’s Timeline’ but in many cases, making it, is nothing short of miraculous. Enterprise was not simply a Ship of the Fleet, she was the icon represented all that America stands for, Liberty, Freedom, Teamwork, Ingenuity, Technology, Tactics, and Accomplishment, all tolled made up the ship we knew as Enterprise.
(Photo Credit: U.S. Navy photo by Mass Communication Specialist 3rd Class Zachary S. Welch/Released)
Many of us in the Navy community watched today as we bid farewell to this historical vessel concerned that this may be the end of an era. The Navy is a service, more than any other, founded on tradition. From flying the Navy Jack to rendering honors as ships pass, our foundation, our keystone is Honor, Courage and Tradition. A ship named Enterprise, with rare exception, has always been in our fleet, and since 1938 that name has applied to the Navy’s most impressive Ship of the Line the Aircraft Carrier. In 1938 the USS Enterprise CV-6 was commissioned and served our country like no other, earning 20 Battle Stars in her WWII service. Establishing the name “Enterprise” forever in our lexicon.
In 1961, the United States commissioned a new Enterprise (CVN-65). She was like no other. She was to represent the latest and greatest technical achievements of the United States of America. Initially, the largest ship in the world (and up to her inactivation today still the longest in the US Fleet) and as we all are aware, the first Nuclear Powered Aircraft Carrier. (It is interesting that because of this propulsion system, Enterprise was not to be “Decommissioned” this day, as she cannot while still “percolating”, rather she was “Inactivated” functionally removing her from the Line.)
For 100s of thousands of sailors who served on her, and 10s of thousands of aviators who flew from her deck, bidding farewell to this great ship was a emotional milestone, regenerating countless memories of adventure, challenge, and honor. Memories of missions, and liberties… of drudgery and pride, and especially of family and shipmates! She will be missed.
(U.S. Navy photo by Mass Communication Specialist 3rd Class Scott Pittman/Released)
Many of us in the Navy Community were concerned that with today’s inactivation, there would no longer be an Enterprise. To our great satisfaction our concerns were alleviated today… for along with tributary commentary of CVN-65’s impressive service history, we were informed by none other than the Secretary of the Navy that the name Enterprise would be carried forward! Confirming that the new Ford Class Nuclear Carrier, CVN-80 will indeed be commissioned “USS Enterprise”.
So this day, we bid farewell to a great ship served by great crews “USS Enterprise” (CVN-65) and hail the future of the US Navy, “USS Enterprise” (CVN-80). Boson… Ring the Bell!
In the Career path of Naval Aviation, the hands down ‘coolest’ job is the one that includes the “Office with a Window”. However, “Shore Tours” or “Ships Company” tours are required in checking the necessary boxes expected for career advancement.
So what are the coolest jobs in Naval Aviation for the customary 2nd tour?
One job, identified by many who have worn the Yellow Shirt, is Cat and Arresting Gear Officer. AKA “Shooter”. So important is this role it is even immortalized here in the banner of The Tailhook Daily Briefing. We all know “That Pose” and what it means. You’re going flying! Whether you like it or not!
For those of you who visit these pages for an education about Naval Aviation I offer up the following narrative from guest author Cdr. Bill “Pinch” Paisley (USN Ret) a former F-14 RIO and a “Shooter” aboard The USS Eisenhower (CVN-69) about what it was to be a Shooter.
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Being a Cat Officer on a US aircraft carrier was one of the coolest jobs I ever had - bar none (outside a cockpit, mind you). You'd come up on deck 30 min before launch to get everything all set with the V-2 guys and (now) gals, pre-flight the cat, walk the track, inspect the aircraft holdback equipment, all that. If it was a morning launch, you'd be up at 0-dark-30 as your cat teams do their pre-operational checks and shoot no-loads - the cat firings with no aircraft attached to verify proper operation. You'd also be up for some of those early morning sunrises at sea where you simply catch your breath in its beauty.
If you had weight chit duty, you'd head on over to Flight Deck Control at the base of the island where each aircrew would stop by to drop off a slip of paper with their aircraft weight and scheduled ordnance, if they had any bombs or missiles. You'd find the heaviest aircraft and calculate what the winds were needed to get that aerospace pig flying, and report that to the Boss up in Pri Fly, who would pass on to the bridge so they knew what wind over the deck was required. (Probably one of my first "Note To Self" moments: When you leave Flight Deck Control with these 16 or 18 little pieces of paper, you shove them in your pocket to save and review if there is some question about wind over deck. Shove them *deep* into your pocket. You do not want them working their way out and spreading, snow-storm-like down the deck in 30 knots of wind and exhaust and all that. Tends to bring unwanted attention to yourself).
We'd launch the E-2 Hawkeye 10 minutes before the regular launch to give them time to get out on station. Catapults are numbered from Starboard to Port, the Bow Cats being #1 and #2 and the Waist Cats being #3 and #4. After the ‘Hummer’ was launched, the Bow cat officer would get with the waist cat officer - and this is when the fun would start - and we'd coordinate the launch – who would go first (say Cat 2), then who was next (cat 3), and so on. There was always a sequence you needed to follow - for example to make sure exhaust from one aircraft at full power won't send hot confused and roiling air into the intake of some other aircraft at full power. Or, as evidenced in the video (embedded further down in this article), catapult 2 was launched first because a Tomcat's wings, when positioned on catapult spread for launch, foul the catapult 3 shot line.
A carrier, as they say, is predictable in two evolutions - that is, a sub or whatever will know *exactly* where it is headed - and that is during launch and during recovery. Even today with the advanced submersed weapons that can find anything anywhere, you still want to remain as unpredictable a platform as you can. As a result, you wanted to get that launch wrapped up *as quick as possible* so the carrier can be on its merry way. So once we started, it was "load and shoot", over and over again till done.
After the E-2 shot, the flight deck beacon (tells everyone the status of the launch (red hold, amber 5 minute warning, green launch!)) the flight deck boys would bring up the jets and position them as per our launch sequence plan (LSP). After that, wed' just wait...usually in 30 knots of wind, often (on the waist) hot exhaust blowing on you, just...waiting.
Even though we were tied in to everyone and everything via radio, we'd still sit there and watch that beacon. The light on the island would go from red to amber - meaning 5 minutes to launch. Load up the cats - 4 jets would be taxied up, one to each catapult - nose launch bar lowered, holdback attached, Tomcat wings would spread, flaps lowered, weapons armed, and we'd stand by, knowing everything was working smoothly, just waiting for that green light. When it went green, no time to waste...you gave the "come on" signal with your hands to the hook up petty officer, he did his magic to make sure there was a good hook up (launch bar into catapult shuttle), and you start your finger-waggling "go to full power" signal.
While this was going on cat 2, cat 3 was coming up to full power too. A perfect first launch was a "boom" as the cat 2 pistons, each weighing a ton, hit the water brakes at about 160 mph - separated by a second or two by a second "boom" as the cat 3 pistons hit. After that, you launch 'em as fast as the Fly petty officers can load them. You are always peeking over to the other launch cats (bow to waist or waist up to bow) to see where they are in their sequence so you could time yours to be a second after theirs.
You'd say the little Cat O litany as you are scanning the aircraft during the launch process to make sure everything *looks* right- "Flaps, slats, panels, pins (all look good), man is out (hook up petty officer is out from under the aircraft), thumbs up (meaning good hook up), thumbs up final checkers (dudes
at the aft part of the aircraft have thumbs up, meaning the engine area on the jet is looking good - no leaks, fuel or hydraulic or anything like that), winds are good...going burner...burner looks good (if it is a burner shot), scan the cat track up to the bow/end of the waist, back along the deck edge (no FOD, or people where they shouldn't be), back to the pilot and aircraft, up to the rotating beacon to make sure it hasn't turned red for some reason, back to the pilot to make sure he is still good to go, check winds to make sure they are still what they need to be, check steam for 520 psi pressure, back to pilot, watch for that salute (because everyone knows you always salute when you leave the ship!), make sure he is not shaking his head "NO!" and *boom*...that airplane is going flying!
The shaking of the pilot's head "NO!" was an important part in this whole evolution. If there is a problem inside the cockpit that could be a serious problem, the pilot could not always be counted on to be able to communicate that problem via radio - electrical failure, radio malfunction, chatter on the communications network, whatever. The Cat Officer's last look is at the pilot.
When the "launch" button is pressed, a signal is sent to open the launch valve control valve, porting a specific amount (based on aircraft weight) of high pressure hydraulic fluid to open the launch valves, allowing steam at 520 pounds per square inch to travel through the launch valves, pushing the catapult pistons, with the aircraft hooked up to them, accelerating a 34-ton F-14 to 150 miles per hour in 300 feet.
In the middle of this whole launch event, I can remember thinking once "This. Is. Kick. ASS!" and how no place else in the world could you have this much action and responsibility and coolness and sense of worth and knowing you are part of one of the finest and most complex evolution ever devised by man. It is at times like that you realize you are at - yes, as Cat O during a launch - you are at the apex of that whole pyramid of complex engineering and action. America had 12 carriers at that time with 2 or 3 in extended refit, leaving 9 or 10 active deployable carriers. Each of these remaining carriers had 3 or 4 qualified and experienced catapult officers as part of her ship's company, so you realize...I am doing a job that only a couple dozen people in the world do. I know there were other jobs for a JO's second tour that may have been more fun and glamorous and sexy or whatever, but for sheer excitement and a studly "clank-when-you-walk" factor? Hard to beat this.
~ Pinch
So there you have it. What’s your idea of a cool Naval Aviation Job (Not in the window office)?
Sad word today that Neil Armstrong - Naval Aviator, test pilot and first man on the Moon, has passed. Neil Armstrong typified the "quiet professional" whose coolness in extremis events were exemplified in flying the X-15 and especially so on orbit as commander of Gemini VIII when things suddenly went very, very wrong (@ the 8:12 point). That same coolness during an emergency and quiet, detailed approach to problem solving were key factors in his selection as mission commander for Apollo 11. He was, in a manner of speaking, the antithesis of the silver screen's version of the test pilot, and reveled in his engineering nerdiness - "I am, and ever will be, a white socks, pocket protector, nerdy engineer." That same quiet professionalism characterized his post-astronaut life back on Earth when instead of seeking the spotlight, he took to a lectern instead.
Neil Armstrong—Neil Alden Armstrong (1930- 2012 ) was born on 5 August 1930 on his grandparents' farm near Wapakoneta, Ohio, to Stephen and Viola Armstrong. Because Armstrong's father was an auditor for the state of Ohio, Armstrong grew up in several communities, including Warren, Jefferson, Ravenna, St. Marys, and Upper Sandusky, before the family settled in Wapakoneta.
Armstrong developed an interest in flying at age two, when his father took him to the National Air Races in Cleveland, Ohio. His interest intensified when he went for his first airplane ride in a Ford Tri-Motor, a "Tin Goose," in Warren, Ohio, at age six. From that time on, he claimed an intense fascination with aviation. At age 15, Armstrong began taking flying lessons at an airport north of Wapakoneta, working at various jobs in town and at the airport to earn the money for lessons in an Aeronca Champion airplane. By age 16, he had his student pilot's license—before he even passed his automobile driver's test and received that license and before he graduated from Blume High School in Wapakoneta in 1947. Immediately after high school, Armstrong received a scholarship from the U.S. Navy. He enrolled at Purdue University and began his studies of aeronautical engineering. In 1949, the Navy called him to active duty, where he became an aviator, and in 1950, he was sent to Korea. There he flew 78 combat missions from the aircraft carrier USS Essex.
After mustering out of the Navy in 1952, Armstrong joined the National Advisory Committee for Aeronautics (NACA). His first assignment was at the NACA’s Lewis Research Center, near Cleveland, Ohio. For the next 17 years, he was an engineer, test pilot, astronaut, and administrator for NACA and its successor agency, the National Aeronautics and Space Administration (NASA). In the mid-1950s, Armstrong transferred to NASA's Flight Research Center in Edwards, California, where he became a research pilot on many pioneering high-speed aircraft, including the well-known, 4,000 mile-per-hour X-15. He flew over 200 different models of aircraft, including jets, rockets, helicopters, and gliders. While there, he also pursued graduate studies and received a master of science degree in aerospace engineering from the University of Southern California.
Armstrong transferred to astronaut status in 1962, one of nine NASA astronauts in the second class to be chosen. He moved to El Lago, Texas, near Houston's Manned Spacecraft Center, to begin his astronaut training. There he underwent four years of intensive training for the Apollo program to land an American on the Moon before the end of the decade. On 16 March 1966, Armstrong flew his first space mission as command pilot of Gemini VIII with David Scott. During that mission, Armstrong piloted the Gemini VIII spacecraft to a successful docking with an Agena target spacecraft already in orbit. Although the docking went smoothly and the two craft orbited together, they began to pitch and roll wildly. Armstrong was able to undock the Gemini and used the retro rockets to regain control of his craft, but the astronauts had to make an emergency landing in the Pacific Ocean.
As spacecraft commander for Apollo 11, the first piloted lunar landing mission, Armstrong gained the distinction of being the first person to step onto the surface of the Moon. On 16 July 1969, Armstrong, Michael Collins, and Edwin E. "Buzz" Aldrin began their trip to the Moon. Collins was the Command Module pilot and navigator for the mission. Aldrin, a systems expert, was the Lunar Module pilot and became the second person to walk on the Moon. As commander of Apollo 11, Armstrong piloted the Lunar Module to a safe landing on the Moon's surface. On 20 July 1969, at 10:56 p.m. EDT, Neil Armstrong stepped down onto the Moon and made his famous statement, "That's one small step for a man, one giant leap for mankind." Armstrong and Aldrin spent about 2.5 hours walking on the Moon, collecting samples, doing experiments, and taking photgraphs. On 24 July 1969, the three men splashed down in the Pacific Ocean. They were picked up by the aircraft carrier USS Hornet.
The three Apollo 11 astronauts were honored with a ticker tape parade in New York City soon after returning to Earth. Armstrong received the Medal of Freedom, the highest award offered to a U.S. civilian. Armstrong's other awards coming in the wake of the Apollo 11 mission included the NASA Distinguished Service Medal, the NASA Exceptional Service Medal, 17 medals from other countries, and the Congressional Space Medal of Honor.
Armstrong subsequently held the position of Deputy Associate Administrator for Aeronautics, NASA Headquarters, Washington, DC, in the early 1970s. In that position, he was responsible for the coordination and management of overall NASA research and technology work related to aeronautics. After resigning from NASA in 1971, he became a professor of aerospace engineering at the University of Cincinnati and served from 1971 to 1979. During the years 1982 to 1992, Armstrong served as chairman of Computing Technologies for Aviation, Inc., in Charlottesville, Virginia. He then became chairman of the board of AIL Systems, Inc., an electronics systems company in Deer Park, New York. At the time of his passing, Armstrong was living on his farm in Lebanon, Ohio. (NASA)
Fair winds and following seas ... and may you rest in peace.
News is out that yesterday, TOP GUN director Tony Scott has committed suicide by jumping off of the Vincent Thomas Bridge in San Pedro.
Tony was instrumental in many Tailhooker’s lives in that, there are a number of men and women who wear the wings of gold today that back in 1986 had no clue what an F-14A was, what an angle deck was… and was surely under the mis-guided idea that TOPGUN was two words!
In tribute, I could link to any number of TOP GUN clips, but instead I found the following two part Making of TOP GUN to be far more informative. Besides, we’ve all seen That Movie…
These are not short, but very interesting and star the likes of Admiral Mike “Wizard” McCabe (the XO of TOPGUN when the movie was filmed), Pete “Viper” Pettigrew (the Technical Advisor), and Lloyd “Bozo” Abel (the F-14 Aerial Coordinator of the film).
Today the Naval Aviation Community mourns the loss of an inspirational man. Capt. Carroll LaFon USN(Ret.) better know to most of us by his Navy call sign and blogging nom de plume, “Neptunus Lex”.
Yesterday, many of us learned of a crash at Fallon of an Israeli made Kfir-21 flown by the private company and defense contractor ATAC out of Norfolk VA. Immediately our thoughts turned to Lex, knowing he was one of their Kfir pilots. Many of us stayed up through the night connected via a private chat opened up on facebook as a sort of vigil as we awaited news confirming our worst fears. Through a number of back channel coms we did indeed learn the unfortunate and heartbreaking news. Lex had been the pilot and was killed in the crash.
Details of the crash are still forthcoming as the NTSB and FAA will be conducting the investigation into the physics. Today we’re dedicated more to the metaphysics. Our profound sadness is palpable, enveloping us like a quayside fog.
Lex touched a great majority of us in the Naval Aviation Community as well as the civilian world. Through his daily writings on his Blog Neptunus Lex opened our eyes and hearts to a greater understanding of Naval Aviation and the world at large. His poetic prose reminded us that words on digital paper do not have to simply sit, they can come alive and through stylistic construct can weave a story rich in nuance and vision. Lex was a renaissance man.
Thanks to the Social Media Paradigm shift literally thousands have come to know and love Lex through his prose. I was fortunate to meet Lex at the 2009 Tailhook Reunion in Reno, he was in his element, drinking a beer with his zoombagged buddies. But as I walked by, he looked over and called me by name, we had not met yet, but he recognized me from my blogs and this one. He called me over to congratulate me on my award and to offer a thanks for some words of support I sent him in a private email when he was going through some tough times. He made me feel good.
And to thousands of us that is exactly what reading his works did for us every day. It made us feel good. Good about our beliefs as often, his words would serve to buttress our own thoughts, and he also made us feel good about our Naval Aviation Heritage. Lex was a continuing example of compassion, logic, intellect and chivalry.
If you haven’t taken the time to enjoy Lex’s literary prose, I highly recommend heading on over to Lex’s place, you can start anywhere… you will be captured and wanting more. Neptunus Lex.
Lex died doing what he loved to do, fly. There is no solace in his passing, the world is a lesser place for this fact. But, while he was here, this world was indeed better.
Our hearts, our thoughts, and our prayers go out to Lex’s family, he leaves behind a loving wife, an Naval Aviator Son, and two daughters. No words can assuage the grief they are surely feeling this day, but rest assured thier grief is shared among thousands who loved him.
A mere 10 days from now many of us will be gathering in the warm desert sun of Reno NV for the 2011 Tailhook Reunion and Symposium!
Here is an online reminder of the festivities we are all looking forward to:
2011 Tailhook Convention Schedule
Thursday, 8 September 2011 0830–2100 Tailhook Sales Booth Open 0900–2100 Registration — The Nugget Hotel, Pavilion A Foyer 0900–2100 Exhibits Open, Pavilions A–E 1800–2100 Welcome — Reunion Groups Reception (No Host), Pavilions A–E
Friday, 9 September 2011 0730–1200 ✈ Golf Tournament — Wildcreek G.C., Sparks, Nev., and Hidden Valley C.C. Reno 0800–1330 ✈ Tour of NAS Fallon and Lunch (Limited to the first 90 guests) 0800–1200 ✈ “Bullet” Bob Canepa Memorial Tennis Tournament 0830–2100 Tailhook Sales Booth Open 0830–1330 ✈ Lake Tahoe cruise on board the 85-ft. yacht Paradise with “Mark Twain” as narrator. Includes lunch. (Limited to the first 90 guests) 0900–2100 Registration — The Nugget Hotel, Pavilion A Foyer 0900–1700 Symposium Programs, Rose A Ballroom 0930–1400 ✈ Tahoe Ridge Winery Tour Includes lunch. (Limited to the first 90 guests) 1100–2100 Exhibits Open, Pavilions A–E 1630–1700 Annual Membership Meeting, Rose A Ballroom 1800–2400 ✈ “Bug” Roach Flight-Deck Mixer, Pavilions A–E and Rose A & B Ballrooms
Saturday, 10 September 2011 0530–0900 ✈ Balloon Race Shuttle (Limited to the first 40 guests) 0700–0800 ✈ Tailhook Association 5K Fun Run 0830–1500 Tailhook Sales Booth Open 0830–1500 Registration — The Nugget Hotel, Pavilion A Foyer 0900–1545 Symposium Programs, Rose A Ballroom 0900–1500 Exhibits Open, Pavilions A–E 0930–1100 ✈ Special Event — NMA/USAA/MOAA Spouse Financial Briefing, Celebrity Showroom 1200–1345 ✈ RADM “Jig Dog” and Ginger Ramage Recognition Luncheon, Rose B Ballroom (Seating begins at 1130) 1500 Exhibits Closed 1800–1930 Pre-Banquet Reception (No Host), Rose A and B Foyer and Pavilion A Foyer 1930–2200 ✈ Tailhook Banquet, Semi-Formal, Rose A and B Ballroom (Seating begins at 1900)
Sunday, 11 September 2011 Breakfast is available at the General Store, the Farm House or the Rotisserie on the Nugget’s main floor.
✈ Ticket/Payment Required event. Casual attire for all events except banquet. Flight suits encouraged for flight-deck mixer.
➢ Tailhook is proud to welcome the following reunion groups: Reserves Over Fightertown (VF-301, VF-302, VC/VFC-13), Viking Association/VS-37, VA-304, Prowler Desert Storm Squadrons, Air Task Groups, VF-92, VF-202, VF-24/VF-211, VA/VFA-127, Skyhawk Association and Intruder Association who are holding events in conjunction with the Tailhook Convention. The Thursday evening welcoming reception, open to everyone, will salute these reunion groups. Visit the Tailhook Web site for more information.
➢The Friday evening “Bug” Roach Flight-Deck Mixer will salute 100 Years of Naval Aviation. Flight suits are encouraged. This event includes three hosted drinks, beer, wine, soft drinks or cocktails and light hors d’oeuvres.
BOSTON (NNS) -- Secretary of the Navy Ray Mabus announced today the next Gerald R. Ford-class aircraft carrier will be named the USS John F. Kennedy. The selection John F. Kennedy, designated CVN 79, honors the 35th President of the United States and pays tribute to his service in the Navy, in the government, and to the nation. "President John F. Kennedy exemplified the meaning of service, not just to country, but service to all humanity," said Mabus. "I am honored to have the opportunity to name the next aircraft carrier after this great Sailor and inspirational leader, and to keep the rich tradition and history of USS John F. Kennedy sailing in the U.S. Fleet."
Well, guess that explains why no response from SECNAV to our petition submitted to name the next CVN "Enterprise." Going to start a new one and add the signatures from the previous one. This fight's not over. - SJS
After graduation, she attended flight school and earned her Naval Aviator wings in July 1991 from VT-24 in Beeville, Texas. After completing flight training, Captain Joyner reported to VC-5, the “Checkertails,” in Cubi Point, Philippines to fly the A-4E Skyhawk. In May of 1992, due to the imminent closure of Cubi Point, she was assigned to VC-8, the “Redtails,” in Roosevelt Roads, Puerto Rico.
We'd launch the E-2 Hawkeye 10 minutes before the regular launch to give them time to get out on station. Catapults are numbered from Starboard to Port, the Bow Cats being #1 and #2 and the Waist Cats being #3 and #4. After the ‘Hummer’ was launched, the Bow cat officer would get with the waist cat officer - and this is when the fun would start - and we'd coordinate the launch – who would go first (say Cat 2), then who was next (cat 3), and so on. There was always a sequence you needed to follow - for example to make sure exhaust from one aircraft at full power won't send hot confused and roiling air into the intake of some other aircraft at full power. Or, as evidenced in the video (embedded further down in this article), catapult 2 was launched first because a Tomcat's wings, when positioned on catapult spread for launch, foul the catapult 3 shot line.
everyone and everything via radio, we'd still sit there and watch that beacon. The light on the island would go from red to amber - meaning 5 minutes to launch. Load up the cats - 4 jets would be taxied up, one to each catapult - nose launch bar lowered, holdback attached, Tomcat wings would spread, flaps lowered, weapons armed, and we'd stand by, knowing everything was working smoothly, just waiting for that green light. 
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