Tailhook Daily Briefing

"CAG says it's workable"

Via Spike-- From an Unidentified "Brother in Green" Callsign: Shadow (you know who you are!) A great tale about the character of Jim Flatley... right THAT Jim Flatley!

 

CAG Say's It's Workable!

I have a little anecdotal story about the Navy's legendary Jim Flatley, involving yours truly.

Flash back to the early 70's... the war was winding down... and low and behold... some genius decided that the RF-8's were tired and worn out and they needed to be replaced by a newer aircraft... Trouble was, the only thing around was the RF-4B... and they belonged to us... the Marines.

Since most of us "Green Machine" types hadn't seen the blunt end of the boat since the training command... initial efforts were a real horror show. I was determined that when my time came... I'd rather die than look bad at the boat.
Day CQ didn't bother any of us... been there, done that... Night CQ however, was a different story.

Not one pilot in our squadron had ever had a night trap.

When my turn came... it was aboard the USS Kitty Hawk. I'd gotten in my required day landings and had flown out to the ship earlier in the day to check on my troops ( I was the Maint. Officer). Also on board was newly designated CAG James Flatley. He was going through a refresher course in the F-4 at Miramar.

After attending to my troops, I made my way down to the ready room and found out that I was scheduled for the first night launch with CAG. Since we were both on the boat already ... I couldn't believe my good fortune, my first night traps were going to be "easy pinkies"... it was forecast to be a "field grade" night.

About that time, CAG came into the ready room and introduced himself... seemed like a nice enough guy... said we'd brief about 1630 for an 1800 launch. After he left the room, one of the Navy guys asked me if I knew who the CAG was? I shrugged my shoulders and he proceeded to tell me about Flatleys's C-130 caper [no-hook cargo aircraft full-stop carrier landing experiments]. Now I was impressed!

Around 1530, the ship sailed into a fog bank... By the time we briefed... the weather was "Zero-Zero". Damn the luck ! We briefed anyway and hung out in the ready room for hours, waiting for a break... No luck...

Around 2200 we decided to bag it. We secured to our respective rooms... but my back seater and I were 'wired' and found it hard to sleep ... cursing what had started out to be a good deal that had gone south with the weather. I think I finally nodded off at about 2330... only to be rudely awakened by some sailor around 0100..." Sir, CAG is waiting for you in the ready room... You're going flying! "

In a literal fog... we jumped into our bags and made our way down to the RR...
There stood CAG... bright eyed and bushy tailed... fresh as a flower... as I recall, he even smelled of after shave... "Hey, let's do it", he said. "The brief is the same as earlier, except for bingo which is 4.9... So every trap will be a trick or treat... I'll go first and give you a PIREP down- wind... see you up top". With that he wheeled out of the ready room and headed up topside.

My brain was trying to absorb his abbreviated lecture as I was putting on my speed slacks and torso harness... when it dawned on me... Max trap fuel weight for the F-4 was 5.1! With a bingo of 4.9, we only had two hundred pounds to play with! Hence his cavalier "Trick or Treat" statement meant, we either got aboard or went home immediately. With such a high bingo fuel state... we were way the hell out to sea and land at [home base] Miramar was IFR. At least I thought, we'll have a thousand and three here at the boat [required for initial night CQ ] ... as my bleary eyes scanned the chalk board where I saw, " Estimated 300 overcast, ¾ mile"... " S___, I thought! That can't be right " ?

We made our way up to the flight deck and as I came out of the island... I'm immediately slapped in the face with moisture... I can't believe we're going to fly in this crap! I look over and CAG is climbing up the cockpit ladder... in the [artificial] twilight like mist, I can barely make out him turning toward me, smiling and giving me a thumbs up! In my heart, I'm wanting to believe this is just a cruel joke they're playing on this young Marine... that at some point they'll say: secure flight operations... just kiddin'! I'd surely rather have been the butt of the joke... than to have to do this... at this time... for real! As I started engines... reality hit home... it was for real... and like it or not... we were going to do it.

CAG and I taxi up to the CAT... the boss comes up and says they'll work the pattern single frequency until turned over to CCA. CAG needed only two traps to re-qualify... while I needed to get a full bag... six.

As I cross the shuttle, CAG is in tension and is quickly fired off the bow, disappearing immediately ! As I go through the cockpit checks, I try to keep my voice as low as possible (trying not to do a Tiny Tim impersonation) and keep my heart from pounding a hole in my chest... Truthfully, Marine or not... I was scared s______ !

God never made a blacker void than off the bow of the boat at night with no stars and no moon... Only those of us who've been there... can truly appreciate what I'm saying, here... By this stage of my life, I'd been shot at... missed and hit... but never had anything make me as tense. The bad dream was about to get worse as we fired off into the void.

Just as I'm turning downwind, CAG goes over to CCA... as I turn to final... the CCA final controller comes up, fires off a staccato of instructions and ends with a terse... "CAG says it's workable".

Down the chute we came... Folks... I'm working harder than I've ever had to in the cockpit... This was not the joy of flight! It was just short of stark raving terror! CCA then says... you're now ¾ mile . . call the ball ! I glance up and nothing ! Okie, my backseater says... "200 feet"... Paddles says, "Call the ball!" Another glance and still nothing! I keyed the mike and said, "I can't see s___"! As the expletive was leaving my lips... It was suddenly there ... and I had about a nano-second before we hit the deck and caught a wire.

 

Unlike a day trap where one feels euphoria and exhilaration... my first night trap left me with the impression that I'd just cheated death... Big Time! Coming out of the wire and I taxied over to the purple shirts... my knees were shaking like a leaf and my boots were drum beating on the rudder pedals. Once I was chained down and taking on fuel... paddles comes up and says, "Shadow, go squadron common"... I switch frequencies...

"What'd ya think"?

I said... "I didn't break out until 100 to 150 feet... This is insane"!

CAG replies, " I knew you'd say that... that's why I switched you over to this freq".

I asked what happened to our 1,000 and three minimums... He then threw down the gauntlet...

"If an old man [like me] can do it, you can too"!

Why'd he have to say that?... The bastard knew I'd take the bait!

It would end up being the longest night I ever spent in a fighter cockpit.

CAG got his second and blew me a kiss as I taxied up to the cat for my third.
Just before my third trap [another 100 footer]... the boss tells me that the air wing is coming out from Miramar... and the pattern will get more crowded soon...
After the third trap... I'm steeling myself for the last go [I thought] while taking on fuel... when all of a sudden the horror show began... plane after plane is waved off... or bolters...

 

I'd gotten all the way up to the cat when I had to push back and take on more fuel... one of my squadron mates initiated a wave-off FROM BELOW FLIGHT DECK LEVEL... IN FULL AFTER BURNER ! Then a Viggie hits the round down and wipes out the number one wire... at this point, I truly believe exhaustion over took fear.

I fire off for number four and upon recovery... instead of taxiing me forward...
I'm sent back to the 'grapes' once again. "What's going on?", I think...

Paddles then comes up and says... "Looks like you're the only game in town...
We're going to the Admiral for a waiver if you think you can hack it... It's up to you". Amazing how they absolve themselves of any responsibility... Tired and beaten, but ego still intact... I said, "F___ ... Let's do it"!

No sooner were the words out of my mouth than from the back cockpit, Larry, tersely says : "Hey . . don't I get a vote?!"

As it turned out, approval was granted and I completed initial night qualification in one night... Six Cats, Six Traps... All the way back down to the ready room, my six foot conscience [my backseater] is nipping at my heels...
and telling me how stupid we were to do it...

As we get to the ready room... there stands CAG... He comes up, shakes my hand and says... "We did it... great job... what'ya think"? White as a sheet... I responded with: "Honestly CAG, the last one was just as scary as the first one and it never got any better!" He laughed and hit me with the old cliché... "If you ain't scared, you don't belong here". He then invited us up to his room for a toddy.

Amazing how drunk you can get off one drink when you're ragged out... As we got up to go to our own room... I turned to CAG and thanked him for waiting up for us... but imbued with a little libation... I ended with... "CAG, I hope you never are the duty weather pilot again... 'CAUSE YOU'RE A LYING SUMBITCH !" He just looked at me, smiled and said : "Come on get outta here"..

To this day, whenever I cross paths with Jim Flatley... I point him out to who I'm with and say, "You see that man over there... He's a lying sumbitch!...
Workable my ass"! Every time I do this, he gives me that same twinkling smile... feigns ignorance... and says: "Get outta here".

As long as I live, I'll never forget this living Navy legend and the night he conned me into going six for six.

Shadow

The Return of Radial Engines?

For all you "Gear Heads" out there!  A little fun for a Thursday. 

Thanks Spike!

San Diego Tailhook Ready Room May Happy Hour

G’day, San Diego Ready Room:  Just a quick note to ask you to reserve Friday evening, 25 May, from 1700-1900 for our next Happy Hour, to be held at McP’s Irish Pub & Grill, located at 1107 Orange Avenue, Coronado.  Standard ROE and Paddle’s Instructions:  Show up if you can; bring a friend or two; no-host bar.

Would also ask that you put a note on your personal calendar for the June event, which again promises to be something special.  We’re going to have a very nice cocktail party (great puu-puu’s etc.) at the San Diego Air & Space Museum as we did about this time last year.  Date will be Thursday evening, 28 June, again from 1700-1900.  ROE for this event will be a bit different:  $20 per person at the door covers everything, and may net us a little for the Tailhook Educational Foundation as well. Money well spent for a premium Naval Aviation venue and a most worthy cause that is most dear to all of our hearts.

Hope to se you at both of these upcoming events leading us up to Hook ’07 in Reno!

All the best, Spike

"Spike" Prendergast

"Air Boss"

San Diego Tailhook Ready Room

Ask Questions or Leave Comments by clicking on the "Comments" link below.

FLASH!!! ALL AOCS GRADS... Stone Studio May Have Your AOCS Photos

The following information was received from Joy at Stone Studios in Pensacola.  She has the egatives from many of the AOCS/OCS classes since the 1970's except some that were ruined by water damage during one of the hurricanes.

She's requesting any interested member to contact her by May 30th and she will send any negatives she has to them once she has their class # and name.   After this date, the negatives will be destroyed, as the Stone Studio is no longer doing OCS pictures due to the school closing in October and being relocated to Newport, RI.  She wanted to get this information to as many members as possible so they could receive their negatives.  There was no charge to receive the negatives.

Joy's contact information is:   

E-mail:  [email protected]

Phone:  1-800-741-2351. 

I'm told by others that she is very helpful.

All the best, Spike

"Spike" Prendergast

"Air Boss"

San Diego Tailhook Ready Room

Remembering the Battle of the Coral Sea

Today we bring you an extremely important history lesson from the annals of Naval Aviation. 

Special Thanks goes out to David Klaus the President of Meteor Productions, Inc. for graciously granting permission to publish this article.

And additional thanks goes to Brett Green the Editor of Hyperscale.com for facilitating the introduction to David.

Thank you both...   Now please enjoy the following article on...

The Battle of Coral Sea

 

4 - 8 May 1942

by David H. Klaus

SBD-3, LTJG Stanley "Swede" Vejtasa, VS-5, USS Yorktown
Battle of the Coral Sea, May 4th-8th, 1942

What the battle meant to the war effort

The Battle of the Coral Sea, fought from May 4th-8th, 1942, was the first naval engagement in history where the opposing ships neither saw nor directly fired on each other. It also marked the end of Allied defensive-only activity, and paved the way for future Allied offensive operations.

Click the images above to see larger versions

This was the first of six battles between opposing aircraft carrier forces during the war. This battle resulted from American and Australian naval and air forces thwarting a Japanese amphibious operation intended to capture Port Moresby in New Guinea. A Japanese air base there would have threatened northeastern Australia and strategic sea lanes, possibly forcing Australia out of the war and certainly enhancing the strategic defenses of Japan's oceanic empire and further Japanese expansion into the Pacific.

Click the images above to see larger versions

The Japanese scored a tactical victory by sinking the aircraft carrier USS Lexington, heavily damaging the carrier USS Yorktown, and sinking a destroyer and an oiler. Against those losses, the Americans managed to achieve their first substantial kills against the Japanese Navy by sinking the light carrier Shoho and severely damaging the Shokaku, as well as damaging other smaller ships. 

Click the images above to see larger versions

In truth the battle was an operational and strategic defeat for the Japanese--the first major check on their offensive sweep begun five months earlier at Pearl Harbor.

First, the invasion of Port Moresby was thwarted, boosting Allied chances in the bitterly fought New Guinea campaign, and fending off a threat to the supply lines running between the US and Australia. Second, the Japanese were denied the services of their two newest carriers on the eve of the Battle of Midway a month later. Historians have argued whether these two Japanese carriers would have actually been used at Midway; regardless, had these two carriers been available at Midway, things might well have turned out very differently for the Americans.

Elsewhere in the war

To put the importance and timing of this battle in context, we need to take a quick look at what else was happening in late April - early June 1942.

• April 23rd was the beginning of the Luftwaffe's air attacks against the British cathedral cities.
• On May 1st, General Carl Spaatz was designated commander of the Eighth Air Force, which had not yet left for England and was still Stateside at Bolling Field, Washington, DC.
• On May 4th, US Navy aircraft attacked the Japanese invasion fleet at Tulagi Island, the first shots in what developed into the Battle of the Coral Sea.
• Corregidor Island in the Philippines surrendered to the Japanese invaders on May 6th, ending US resistance in the Philippines.
• May 7th marked the sinking of the Japanese light carrier Shoho by US Navy dive bombers, while the Japanese sank a US oiler and destroyer, mistaking them for a US carrier and cruiser. US Army Air Force bombers mistakenly attacked US ships, but caused no damage. During the day, the Japanese invasion force headed for Port Moresby turned back towards Rabaul.
• May 8th was the day the US Navy lost the USS Lexington (much more on this below).
• May 8th was also the day the Germans began their Crimean offensive in Russia.
• It was not until five days after the end of Coral Sea combat that the first 8th Air Force bomber squadron, minus its aircraft, reached England (May 13th).
• June 4th-7th was the pivotal Battle of Midway, which truly turned the tide of the war in the Pacific.

The forces involved and the timeline

The Japanese campaign included two seaborne invasion forces, the main one aimed at Port Moresby, and a smaller one targeting Tulagi, in the Southern Solomons. These would be supported by Japanese land-based airpower from bases to the north and by two naval forces containing a small aircraft carrier, several cruisers, seaplane tenders and gunboats. Simultaneously, a powerful screening force built around the big carriers Shokaku and Zuikaku sortied from Truk to prevent interference from any Allied naval forces that might be in the area.

The U.S. Navy, tipped off to the enemy plans by superior communications intelligence and codebreaking, countered with two of its own carriers, plus cruisers (including two Australian cruisers), destroyers, submarines, land-based bombers and patrol seaplanes.

Sunday, May 3rd, 1942

On May 3rd, the smaller of the two Japanese naval forces made an unopposed landing at Tulagi in the southern Solomons. The small force of Australian commandos and airmen who had garrisoned Tulagi evacuated the previous day, having been notified by coastwatchers that the Japanese were en route. (Read a short but fascinating history of the Japanese invasion of Tulagi here).

While Tulagi was being occupied, the main force of the Japanese Fourth Fleet was completing its final preparations for the amphibious invasion of Port Moresby, which was scheduled to start on May 10th.

Monday, May 4th, 1942

The USS Yorktown, which had been refueling at Espiritu Santo, ran north and launched three air strikes against the Japanese shipping in Tulagi Harbor, hitting a destroyer and several small boats. It then returned southward to rejoin the Lexington.

Yorktown SBD aircraft return to their carrier after striking Japanese shipping in Tulagi harbor.

Koei Maru (center) is straddled by bombs while at anchor in Tulagi harbor during the attacks by Yorktown aircraft.

Click the images above to see larger versions

Meanwhile, long range, land-based bombers from General MacArthur's SWPA command were combing the seas for the Japanese convoy approaching Port Moresby, but failed to locate it either that day or the next.

Tuesday, May 5th, 1942

Allied intelligence reported that Port Moresby was the main enemy objective and that landings could be expected any time between May 5th and May 10th. B-17s and B-26s of the SWPA stood by for an attack order, while other planes carried out neutralizing raids to keep Japanese land-based air power from participating in the coming battle.

Wednesday, May 6th, 1942

It was not until late on the 6th, however, that three AAF B-17s finally located the Japanese invasion force headed for the Jomard Passage and the Louisiade Islands. US Rear Admiral Frank "Jack" Fletcher, Commander of the Allied Fleet, dispatched a group of cruisers and destroyers to cover the Jomard Passage, and moved north with his carrier force to contact and close with the main enemy fleet.

Thursday, May 7th, 1942

SBD-3, LTJG William E. Hall, VS-2, USS Lexington
Battle of the Coral Sea, May 7th-8th, 1942

The opposing commanders, Admiral Fletcher and Japanese Vice Admiral Takeo Takagi and Rear Admiral Tadaichi Hara, endeavored to strike the first blow, an essential tactic for victory (and survival) in a battle between heavily-armed and lightly-protected aircraft carriers.

However, both sides suffered from inadequate efforts by their scouts and launched massive air strikes that sank relatively unimportant secondary targets, while leaving the most important enemy forces untouched.

That morning, American scout planes reported sighting an enemy carrier, which proved to be the Shoho, and four heavy cruisers off Misima Island. Unfortunately, they were misreported as "two carriers and four heavy cruisers".

Ten B-17s were immediately sent to attack at high level. They were unsuccessful, but were able to start a fire on one cruiser. More important, by throwing the Japanese formation into complete disorder they caused the carrier to reverse its course. 

Yorktown and Lexington sent a huge strike force of fifty-three scout-bombers, twenty-two torpedo planes and eighteen fighters. They caught the Japanese unprepared, with few planes in the air and with their carrier headed away from the wind. Nine bomb hits and four torpedoes sank the Shoho within five minutes after the first blow was struck.

Click the images above to see larger versions

A second strike aimed at the retiring enemy force was readied but not ordered aloft because the other Japanese carriers had not yet been located.

The undiscovered Shokaku and Zuikaku were meanwhile to the northeast, frantically searching for the American aircraft carriers. Japanese scouting planes from these two ships spotted the American oiler USS Neosho (AO 23) and her escort, the destroyer USS Sims (DD 409), before 8 AM, far to the south of Admiral Fletcher's carriers.

Misreported as a "carrier and a cruiser" by the Japanese scouts, the two ships were attacked twice by high-level bombers, but escaped unscathed. 

However, about noon a large force of dive bombers appeared overhead, and they did not miss. Sims sank with very heavy casualties and Neosho was reduced to a drifting wreck whose survivors were not rescued for days. Admiral Fletcher did not learn of this attack until dusk, too late to take any effective counteraction.

Compounding the Japanese misunderstanding of the situation, Japanese land-based torpedo planes and bombers struck the force of Australian and American cruisers far to the west of Admiral Fletcher's carriers. Skillful ship handling prevented any damage to the Allied ships.

Adding to the general confusion, several Australia-based U.S. Army B-17s also arrived over the Allied ships and dropped their bombs, fortunately without hitting anything.

All this had one beneficial effect: the Japanese ordered their Port Moresby invasion force to turn back to await developments.

The Japanese learned of the sinking of the Shoho as their planes were returning from the attack on the tanker group, and at dusk about twenty-seven bombers and torpedo planes again left the Shokaku and Zuikaku in another effort to locate and sink the Lexington and the Yorktown.

After a long and fruitless search, the planes were forced to jettison their bombs and torpedoes and head back to their ships. During the return flight, these planes passed over the United States carriers at night and some landings were actually attempted before the Japanese pilots realized their mistake.

Almost none of the aircraft successfully returned to their carrier--a huge and wasteful loss of combat crews and aircraft.

Friday, May 8th, 1942

Before dawn on May 8th, both the Japanese and the American carriers dispatched scouting planes to locate their opponents. These made contact a few hours later, by which time the Japanese strike force was already airborne. The US aircraft launched soon after 9 AM, and task force commander Admiral Fletcher turned over tactical command to Rear Admiral Aubrey W. Fitch, who had more carrier experience.

Each side's planes attacked the other's ships at about 11 AM. While the Japanese ships were partially concealed by heavy weather, the American ships were operating under clear skies.

Planes from Yorktown hit the Shokaku, followed somewhat later by part of USS Lexington's air group. These attacks left Shokaku unable to launch planes, and she left the area soon after to return to Japan for repairs. Her sister ship, Zuikaku, was steaming nearby under low clouds and was not molested.

Click the images above to see larger versions

In addition to reconnaissance and preparatory raids against enemy air installations, Army Air Force land-based aircraft from the SWPA continued to support the action of the naval forces by flying some forty-five sorties against the enemy fleet. Bad weather intervened, however, and frustrated all attempts to bomb the crippled Shokaku, which succeeded in escaping to the sanctuary of Rabaul.

The "Lady Lex" goes down

The Japanese struck the American carriers in a fast and violent action, scoring torpedo hits on Lexington and with bombs on both carriers.

Click the image above to see larger versions

Lexington was struck by a torpedo to port. Moments later, a second torpedo hit to port directly abreast of the bridge. Simultaneously, she took three bomb hits from enemy dive bombers, and may have received as many as seven bomb and torpedo hits in all. These attacks left her with a 7 degree list to port and several raging fires. 

Click the image above to see larger versions

Click the images above to see larger versions

By 1 PM her damage control parties had brought the fires under control and returned the ship to even keel; making 25 knots, she was ready to recover her air group. Suddenly and unexpectedly, Lexington was shaken by a tremendous explosion, caused by the ignition of gasoline vapors below decks, and again fire raged out of control.

At 4 PM, Capt. Frederick C. Sherman, fearing for the safety of his men working below decks, secured salvage operations, and ordered all hands to the flight deck. Admiral Fitch ordered "abandon ship" a few minutes after 5 PM, and the men began going over the side into the warm water to be immediately rescued by nearby cruisers and destroyers. This effort was so well executed that no additional sailors were lost in the rescue.

The now mortally wounded Lexington blazed on, flames shooting hundreds of feet into the air. Finally, the destroyer USS Phelps (DD 361) closed to 1500 yards, fired two torpedoes into the carrier's hull and the "Lady Lex" slid beneath the waves. (Please note the 1935 official US Navy photo of the Phelps below shows a different hull number.)

Click the image above to see larger versions

The Battle of Coral Sea ends

As May 8th drew to a close, both sides retired from the immediate battle area. In addition to the carriers and other ships lost, both sides experienced heavy aircraft losses. The US losses totaled 66 and postwar interrogations of Japanese survivors of the battle put Japanese aircraft losses much higher than 100.

Zuikaku returned to the area for a few days, even though her aircraft complement was badly depleted, but as the invasion of Port Moresby had been called off, she withdrew on May 11th. At about the same time USS Yorktown was recalled to Pearl Harbor. After receiving quick repairs, she would play a vital role in the Battle of Midway less than a month later.

Conclusion

The Battle of the Coral Sea prevented the Japanese from occupying Port Moresby by sea and temporarily delayed their plans to capture Guadalcanal and occupy the Solomons.

The Allies gained time in their race to improve defenses in New Guinea and northeastern Australia.

Truthfully, the American victory was purely defensive. Allied forces in the Southwest Pacific were still unable to launch a major offensive. The Japanese had lost an important battle, but the strategic initiative still remained in their hands--at least until the pivotal Battle of Midway just a month away.

Author's Note: I am indebted to historians at the US Navy and US Army historical centers and the National Archives, as well as many others, for the information and photos in this article.

Visit the Meteor Productions website for the very best in model airplane decals, conversion and accurizing sets, kits, paints, tools, book, reference material, and much more!

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Events Upcoming!

As a Reminder... Of a couple of Events coming up in May for Tailhookers.

This Thursday for the Colorado Strikeforce:

Mark your
calendars for this Thursday at 1630, Peterson O'Club.  Here's hoping we
don't have weather issues again as I really don't want CAPT "Turk"
Green, USN (RETIRED) to get off without a serious ding in his wallet.

Hope to see you there.

VR,
Proton


LCDR Kevin "Proton" McLaughlin

And then In Grand Junction Colorado for ALL TAILHOOKERS that would like to attend:

18th 19th and 20th of May 2007,

For the

Sixth Annual Grand Junction Cattle Baron’s BBQ
            and Mile High Tailhookers' Party

Hosted by: NAS Grand Junction
N  39’ 03.018’   W 108 ’38.542’
312 Dakota Drive
Grand Junction, CO

In conjunction with Static Air Show for Special Needs Children of Mesa County
Special Guest of Honor Mercury 7 Astronaut, Scott Carpenter

• Friday night:  Live music, Open Bar, BBQ
• Saturday night:  Live campfire music, Open Bar, Chuck Wagon Cookin’,  Horseback Rides
• Sunday morning:  Chuck Wagon Breakfast for Tailhookers and Out-of-Towners

Dress Code
Military:   Flight Suits
Civilian:  Denim & Diamonds   Leather & Feathers    Boots & Heels
Everyone: Bring a hat !

Logistics POC:  Doug Thompson   970-243-7500     970-261-1435

Anything else:    Kathy “The Boss” Schmoldt   970-241-7768
                         Hans “Big Gun” Schmoldt     970-243-4149

RSVP's will be necessary for Saturday night and Sunday morning.

UPDATE:  Here is a wonderful collection of Pics from Last Year's event! [here]

So plan your Cross Countries accordingly, and plan to have a good time!

CAPT Wally Schirra, USN-Ret.: 12 Mar 1923 - 3 May 2007

"Are you a turtle?"

I had always wanted to go to the Navy. As a young kid, I was intrigued by a Naval Officer with the beautiful brown shoes and sharp gold wings.- Wally Schirra

 

Born into an aviator family (his father had gone to Canada during WW1 to earn his wings and his mom was a wing walker), Wally Schirra entered the Navy via Annapolis (class of 45) and after commissioning, served the final days of the war on the cruiser USS Alaska (CB-1). Entering flight training after the war, Schirra ended up in fighters and when the Korean War began in 1950, was dispatched to fly F-84's as an exchange pilot with the Air Force's 154th Fighter Bomber Squadron, 136th Bombing Wing. Flying over 90 combat missions during the period 1951-52 he earned the DFC, and Air Medal (w/oak leaf cluster) and was credited with downing one MiG-15 while damaging two others. 

Naval Aviator (oh yeah... and one of the Original Mercury 7 Astronauts) Wally Schirra Dies

As reported at Space.com today:

 One of the first seven 'original' American astronauts and the only one to fly Mercury, Gemini, and Apollo missions, Walter M. "Wally" Schirra passed away on Wednesday, after having been hospitalized for cancer...

"It's a terrible loss of a dear friend, cherished comrade and a brother," said Schirra's fellow Mercury astronaut Scott Carpenter. "Despite our good natured competition for flights into space, Wally strove to bring a smile to everyone he met and its with a smile that I will forever fondly remember him."

"It was impossible to know Wally, even to meet him, without realizing at once that he was a man who relished the lighter side of life, the puns and jokes and pranks that can enliven a gathering," said NASA Administrator Mike Griffin in an e-mail to his agency's employees. "But this was a distraction from the true nature of the man. His record as a pioneering space pilot shows the real stuff of which he was made."

More here:

The Tailhook Community mourns the loss of a great man and friend...  Via Con Dios Wally!