Tailhook Daily Briefing

Rotary Strike Integration

Welcome back Tailhookers to the Daily Briefing…  The Blog has been in the yards for awhile, but with the help of all of you we’re going see if we can not only keep her afloat, but steaming in to the wind!

We’re going to cross deck and post a few articles directly from the print version of “The Hook” periodically to help gain exposure to a great organization.

So today we’re posting a couple of them.  This first article is written by CDR Matt Schnappauf, USN, Former Commanding Officer, HSM-70 who brings first hand knowledge and insight into the integration of Rotary assets with a Carrier Airwing.

Enjoy…

~JC 

 

Rotary Strike Integration 

An article titled “New Paradigm for Carrier Aviation: Naval Aviation’s Helo Concept of Operations (ConOps)” was published in the Spring 2010 edition of The Hook by CAPT George Galdorisi, USN(Ret) and CAPT Donald Williamson, USN(Ret). The article discussed a new era in Naval Aviation, citing the inaugural 2009 deployment of HSM‑71 and HSC‑8 with Carrier Air Wing Nine in USS John C. Stennis (CVN‑74) as a “revolutionary way of doing business.”  CVW‑9’s deployment was the first time an air wing deployed with its full complement of 19 MH‑60R/S Seahawk helicopters. The authors challenged Navy, Naval Aviation and Naval Helicopter community leadership to “determine how to capitalize and build upon the enormous new possibilities this Helo ConOps engenders.” Five years later, the HSM community has fully integrated into the air wing and is serving a critical role by helping maintain a focus on maritime warfare. The carrier air wing’s evolution over the past five years has significantly enhanced combat readiness and serves as a model for effectively embracing future progression.

Enhanced Capability

The MH‑60R brought remarkable capability to the air wing. In addition to serving as the strike group’s only organic air anti‑submarine warfare (ASW) asset, the MH‑60R aircraft is a capable anti‑surface warfare (ASUW) platform. HSM aircrews, critical to the development of a clear recognized maritime picture, routinely serve as strike coordination and reconnaissance (SCAR) assets for fixed‑ and rotary‑wing armed reconnaissance assets, effectively conduct electronic support (ES) missions and are capable of defending the CVN and high value units in either restricted waters or open ocean environments. The aircraft is equipped with the Airborne Low Frequency Sonar active dipping system, a capable ALQ‑210 Electronic Support Measures (ESM) system, either the AN/APS‑147 or AN/APS‑153 surface search radar and is capable of carrying and processing active and passive sonobuoys for ASW missions. The radar is effective at providing targeting solutions to other platforms due to its accuracy and minimal target location error. It also has inverse synthetic aperture radar capability and includes an imbedded identification friend or foe (IFF) interrogator capable of interrogating several IFF modes. The APS‑153 also includes the Automatic Radar Periscope Detection and Discrimination mode, which discriminates between small, medium and large targets, and highlights potential periscope detections to the operator. The AN/AAS‑44C(V)2c Multi‑Spectral Targeting System combines a forward‑looking infrared (FLIR) camera, a day camera, low light TV camera, a laser rangefinder and designator, laser target marker and an eye‑safe‑laser range finder.

The MH‑60R is capable of employing the AGM‑114 Hellfire missile, Mk 46 and Mk 54 lightweight torpedoes, GAU21 (.50 cal) and M240 (7.62 mm) crew served weapons. Additionally, the Advanced Precision Kill Weapon System (APKWS) laser guided 2.75 mm rocket is being introduced to enhance the platform’s precision strike capability.

Data fusion may be one of the most valuable and quickly developing contributions the MH‑60R offers the carrier air wing and strike group.

The ability to fuse and share critical information from manual tracks, ESM, radar, IFF, FLIR and Link 16 systems is a force multiplier for improving situational awareness and kill chain effectiveness. Data fusion enables HSM aircrews to simultaneously provide accurate, time critical information to other aircraft, operational Composite Warfare Commander (CWC) concept commanders and the strike group commander. The MH‑60R provides applicable information to capable strike group assets via Link 16 and to the aircraft carrier Tactical Support Center (TSC) via a Ku band link system. Cruiser and destroyer combatants currently receive information from capable MH‑60R aircraft via a C band link system, but planned Ku band upgrades will ensure full wideband connectivity exists across the carrier strike group.

Seamless Integration

By themselves, these systems provide significant informational value to the strike group, carrier air wing commander, CVN commanding officer, Sea Combat Commander, Command and Control Warfare Commander and Air Defense Commander — warfare commanders within the CWC construct. The revolutionary value of these systems, however, is the decision‑level quality of the information being shared across all sea control kill chains. The quality and efficiency of information sharing has greatly improved with the complete, seamless integration of the MH‑60R within nine air wings for the past five years. CVW‑8’s recent predeployment work‑up cycle and subsequent deployment with Carrier Strike Group Two and George H.W. Bush (CVN‑77) exemplified such integration.

Tailored Ship’s Training Availability (TSTA) on board George H.W. Bush brought the air wing together at sea for the first time since CVW‑8 returned from its previous deployment in 2011. HSC‑9 and HSM‑70 focused on rotary‑wing integration during TSTA, establishing and refining common operating procedures. Air Wing Fallon (AWF) laid the foundation for greater interoperability by bringing all air wing squadrons together at Naval Strike and Air Warfare Center to train across a wide spectrum of mission sets. This training opportunity was critical to defining inter‑squadron and inter‑staff processes, facilitating relationship building between squadrons, increasing cross‑platform knowledge and promoting air wing esprit de corps. HSM aircrews participated in a wide range of events at AWF to include moving vehicle targeting, electronic surveillance, dynamic targeting, surface to air counter tactics, humanitarian assistance and disaster relief, and simulated maritime strike missions. HSM aircrews were assigned to mission planning teams and HSM maritime strike leads under instruction led specific large‑force employment (LFE) events.

The introduction of a maritime strike lead qualification into the CVW‑8 Strike Lead And Rescue Mission Commander program further facilitated integration and tactical coordination. A robust maritime strike lead syllabus was developed to qualify MH‑60R aviators as strike leads for LFE scenarios in the maritime environment. The syllabus consists of the Strike Leader Attack Training Syllabus course at AWF; a war at sea exercise integrating the Sea Combat Commander to control fixed‐ and rotary‐wing strike assets against conventional and small boat threats; a Joint maritime defense event integrating ship, fixed‑wing and rotary‑ wing assets against fast attack and fast inshore attack craft threats; a strait transit event integrating with fixed‑wing alert and rotary‑wing assets against small boat and ASW threats; and a multiplatform ASW event.

On deployment, HSM maritime strike leads led all restricted water strait transits and coordinated multiple air operations in maritime strike warfare (AOMSW) training events that included participation by the full complement of organic air wing assets, U.S. Air Force F‑15 Eagles and Strike Eagles and U.S. Army AH‑64 Apache attack helicopters. HSM pilots, along with their rotary HSC counterparts, stood Strike Warfare Commander and Air Resources Element Coordinator watches and participated in the air wing’s temporarily assigned duty rotation to the Combined Air and Space Operations Center (CAOC) in Qatar.

Helicopter Maritime Strike squadrons are uniquely suited to maintain focus on the maritime domain, which is especially valuable considering that carrier air wings must balance competing requirements driven by overland operations. One of the more significant accomplishments realized during the CVW‑8 deployment was the establishment of a cross‑functional working group that coordinated efforts on behalf of Commander Task Force 50 (CTF‑50) and CVW‑8 to align all tactical guidance for the Combined Air Operations Plan (CAOP) for the Defense of the Persian Gulf. HSM pilots were critical in coordinating a team effort that effectively aligned the CAOP, the Persian Gulf baseline Special Instructions (SPINS), AOMSW Appendix to the SPINS and recently released Commander, U.S. Fifth Fleet Operational Task instructions.

Maritime Warfare

For the past few decades, carrier‑ based air power has been keenly focused on supporting overland operations in Iraq, Afghanistan and most recently, Syria. Although the U.S. Navy is not currently engaged in a war at sea, maritime warfare remains a core competency — especially given advances by potential maritime peer competitors. Navy helicopters have been effectively conducting sea control missions from cruisers, destroyers and frigates since the establishment of the Helicopter Anti‑Submarine Squadron Light (HSL) community with the SH‑2 Sea Sprite in the 1970s. U.S. Navy ASW and ASUW capabilities were further enhanced when the SH‑60B Seahawk was introduced in 1984. The MH‑60R is a significantly more capable platform than its predecessors, making it ideal for augmenting other platforms or filling gaps in key sea control kill chains. Although all naval aviation communities must be proficient in maritime warfare mission areas, evolution has presented an opportunity to maintain a persistent air wing focus on this perishable skill set by leveraging the HSM community, while still facing competing overland requirements in theater.

It is worth noting that the largest maritime battle fought by the United States since World War II was fought less than 30 years ago in Operation Praying Mantis. During the tanker war between Iraq and Iran, U.S. Navy surface combatants and their embarked Light Airborne Multipurpose System (LAMPS) SH‑2 and SH‑60B helicopters served as escorts to Kuwaiti flagged tankers in the Persian Gulf. Praying Mantis took place 18 April 1988; four days after Samuel B. Roberts (FFG‑58) struck a mine 55 nautical miles north of Qatar. During Praying Mantis, CVW‑11 jets flew from Enterprise (CVN‑65), outside of the Persian Gulf, to coordinate with U.S. Navy surface combatants, Navy helicopters and U.S. Army helicopters to sink multiple Iranian warships and to attack Iranian oil platforms. Carrier air wings must maintain the ability to effectively conduct coordinated maritime warfare, particularly due to the unpredictable nature of future requirements.

Conclusion

“Naval Aviation’s remarkable, innovative and evolutionary journey” was highlighted by the former Air Boss in his article titled “U.S. Naval Aviation Evolving,” published in the Winter 2014 edition of The Hook. Just as VADM Buss discussed the significance of F‑35C testing on board Nimitz (CVN‑68), carrier aviation’s ability to evolve has been clearly demonstrated over the past five years. This evolution has enhanced combat readiness and positively impacted air wing effectiveness. Despite such exceptional progress, there will always be room for improvement. To remain a relevant and powerful carrier striking force, we must continually seek innovative ways to maximize the capabilities of all assets against future emerging threats. The future of Naval Aviation will include F‑35B/C, unmanned systems such as the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) vehicle, and a continued focus on interoperability with Joint and coalition partners. Our ability to maintain maritime supremacy will assuredly be linked to continued innovative integration of new platforms and the effective employment of complimentary capabilities.

Photo 1: HSM-70 Spartans in a hover over USS George H.W. Bush (CVN-77) during a CVW-8 flyover, 29 Apr ’14.  USN, LT Diane M. Kruse, USN

Photo 2: Helicopter Sea Combat Squadron (HSC) 9, from the flight deck of the aircraft carrier USS George H.W. Bush (CVN 77) during the final fly off of Carrier Air Wing (CVW) 8. U.S. Navy photo by Mass Communication Specialist Seaman Patrick Ian Crimmins/Released

Photo 3:  An HSM-70 Spartans MH-60R Seahawk on board Bush, 19 Oct ’14 USN, LT Diane M. Kruse, USN

Sea Elks are a Squadron, Not an Entree on the Menu at the Cattle Barron’s BBQ

This post comes courtesy of the 2011 Honorary Tailhookers of the Year, Kathy and Hans Schmoldt (written by Kathy).  Every few years we Colorado Tailhookers gather on the Western Slope of Colorado for the Grand Junction Airshow.  But honestly, I think the majority of us are there for “The Cattle Baron’s BBQ” (or ‘barren’ as Kathy puts it, cuz there ain’t no cattle on this ranch!) and Tailhook Party!   This past gathering was one of the best, with attendance more focused on Tailhookers and the flight crews who performed at the show that weekend.  There will be more stories to tell, besides this one, and I promise to get around to it soon… but for now Kathy owns this writing… 

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Because there was so much going on during the weekend of The Grand Junction Air Show, and because there is so much information associated with this particular post, I wanted to spend ample time 'covering this story.'

It spans two generations of heroes.  You will want to at least scroll to the last part of this post to make the connection between two of these heroes.

It all began at the banquet on Thursday night when the Hansman [Hans Schmoldt], also known as "Big Gun" by some, met and invited a young man from Marine Medium Tiltrotor Squadron 166 (VMM-166) to our Cattle "Barren" parties on Friday and Saturday nights.

Well, to our pleasure, THEY!!! showed up.  Pretty much the whole Det!

These are just a few of the Sea Elks . . . more to come !

For those of you who want to know more about this group, Marine Medium Tiltrotor Squadron 166 (VMM-166), CLICK HERE.

Now, for just a moment, let's visit one of the many static displays at the air show.

One of probably the most dominating displays was the VMM-166’s V-22 Osprey Tilt Rotor Aircraft.

As you can see by the crowd, it was also one of the most popular displays.

Hans and I were lucky enough to be given a personal tour of this magnificent bird . . .

. . . by  Captain Eileen "Edna" Donovan. (Remember her name !)

  Once we left the Osprey, I snapped these two shots . . .

. . . which do not do the Osprey justice.

Unless you've stood beside this magnificent machine, there is no way to appreciate the enormity of it.

Now, back to the party . . .

The Sea Elks were everywhere and kind enough to pose no less than 50 times with other guests.

Now, back to Captain Donovan . . .

. .  . she is a sharp-shooter . . .

. . . a two-stepper . . .

. . . and, she's pretty handy with a bull whip.  Unfortunately, I didn't capture that one with my camera, but just believe me, she knew how to use it.

Anytime we host a party, it's always difficult to visit with everyone and hear their stories.

As in this case, Hans and I learned about this story several weeks after the party !

From left:
Major Joseph P. "Pat" Donovan USMCR (Vet), 2nd Lt. Eileen C.
Donovan, USMCR and Col. William A. "Grease Gun" Beebe, USMC (Ret).

From left:
Lt. Donovan's platoon sergeant, GySgt. Holly Ellington, USMC, Joseph
P. "Pat" Donovan, 2ndLt. Donovan and her mother, Beba Donovan.

Her mother is acknowledging the bars as those formerly owned by Col. Richard L. "Rich" Bianchino, USMC (Ret).

Now, you may be wondering, what's the story ?

Or for those more astute readers, you have already made the connection.

It begins with this photo:

1st   Lt. Joseph P. "Pat" Donovan

Jan. 24, 1969 Shoot Down of YK-22

From left:
copilot  Lt. Pat Donovan, right gunner Cpl. M. S. Opalka, crew chief Cpl. Michael E. Velleux, left gunner Sgt. Dolph Quijano and pilot Lt. Donald Robins.

Photo was taken at a fire base several clicks north of Thong Duc on the western end of Charlie Ridge known as LZ Pike.  The hydraulic line being held is the one that was shot out resulting in the loss of both the auxiliary and #2 hydraulic boost systems.  The crimp in the line was only the size of a clipped finger nail, but at that amount of pressure the entire aircraft and crew was covered with hydraulic fluid.

The following are three links to Major Donovan's career:

Navy Cross and Purple Heart  February 22, 1969

St. Patrick's Day at Marble Mountain March 17, 1969

Distinguished Flying Cross March 17, 1969

Here is the link to read about MANY MORE of Major Donovan's accomplishments.

CLICK HERE

By now, the connection is quite apparent.
Eileen Donovan's Wings of Gold   July 27, 2007

Yes, that young lady who graced us with her presence is carrying-on her father's tradition of serving our great country.

Who knew ?

We were certainly surrounded by many heroes at our parties and are always honored to have them at our house.

This is just ONE of those stories.

I leave you with the words of Colonel Charles J. "Chic" Schoener  USMC (Retired)

"Pat Donovan without doubt received more decorations ( in regard to precedence level), as a Purple Fox, than any other Marine who served with HMM-364.   Not only that, Pat is probably one of (if not) the most decorated (precedence level) combat Marine pilot to come from the Vietnam era. While few Marines (air/ground) were recognized for their acts of individual heroism with the award of the CMH, the Navy Cross, the Silver Star or the DFC, Pat's multiple awards for his numerous act of heroism, taken in totality, is absolutely historic and should be recognized as such."

Pat Donovan's Humble Answer to Colonel Schoener's Remarks

I accept and hold in trust the praise of my Squadron mates and those Marines whom we helped while under night attack in the mountains north of the Nam O Bridge in Quang Nam (Feb 22), under attack in an open rice paddy northwest of Liberty Bridge in Quang Nam (April 21), engaged in combat with a large North Vietnamese Army force near the village of My Hiep (3) (May 9), under mortar attack on the island near Hoi An (Mar 17), and the lone Lt. with red hair who led the attack off our ramp into a fire fight, the same one we came back for, re-entered the zone and grabbed out of the fire fight near An Hoa (April 28).

By my count on every mission we were a team of pilot, copilot, crew chief, two gunners at each .50 cal, and the Navy Medic, or in the case of Doc Linkous, a Navy Doctor on board, not to overlook the maintenance crew that constantly went without rest to keep the aircraft "up".  We were and are a Marine Air-Ground team linked by oath and blood to those on the ground we serve.  We all achieved the missions and we all respect the memory of our Squadron mates and Marines on board who paid for the lives of their fellow Marines with their own.

And we all did this under the guidance and inspiration of a gentleman named Gene, whom we roast in song and toast in admiration.

All the best to all Purple Foxes and those we serve.

Semper Fi,

Pat

The Ospreys entertained us with a couple of fly bys the day they flew out of Grand Junction.

The first one went right over the top of our house.

In both videos, objects are much closer than they appear.

The second Osprey headed directly over the house and goes out of sight above The Colorado National Monument.

Thanks Guys and Gals for spending time with us.

Fly Safe !

Cool Jobs in Naval Aviation– “Shooter”

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)?

SECNAV Names Next CVN: USS JOHN F. KENNEDY (CVN 79)

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

My First Division Lead

More details from Dave “Snako” Kelly (VA-115 days of ‘72)

My 1st Division Lead:  As the cruise progressed the ship started flying more alpha strikes into the North Vietnam heart land.  To support these missions we needed to put up at least four A-6s for each strike, and typically a pair of tankers, one to refuel the BARCAP (Barrier Combat Air Patrol), F-4s that protected the fleet, and at least one to refuel the TARCAP (Target Combat Air Patrol), F-4s that accompanied the strike.  Despite the fact that we had a total of 20 aircraft assigned to the squadron, we typically only had about 18 aircraft that were ever available at any time and 3 to 4 of these would either be KA-6D Tankers or A-6As configured with a buddy store, so they could fly both strike and Texaco missions.  Since an alpha strike on anything other than the first launch of the day had at least three aircraft airborne when the strike launched (2 bombers and a tanker), you would generally need over half the available aircraft and about ½ the available crews in order to support the mission.

Leading a division of aircraft (4 planes) flying formation on another division was a lot more difficult than maintaining your position as a section leader (2 planes) within a four plane division or leading a 4-plane flight.  As a Division Leader everything you do is amplified to your three wingmen.  When you drop a wing, they must rotate in space around your centerline.  This translates to 10's of feet of rotational motion perpendicular to their flight path.  (Note:  This is not a rotation on their part.  You are rotating, so they must translate to maintain the same formation with respect to your aircraft.)  As a Division Lead in an Alpha Strike, you must positioning your four planes relative to the alpha lead’s four planes which are about 1000 feet at 1:30 or 10:30, or 1500 feet at 12:00 depending on whether you are the right, left, or trailing division, respectively. 

Since we were now four or five months into the cruise and Skipper Hoagy Carmichael, LT John McMahon had left the squadron, we need a few more Division Leaders to support the alpha strikes.  LT Jack Keegan, LT Terry Young, and I had all been Section Leaders for the longest time, and we had survived our various ordeals by SAM.  LCDR Ken Craig, the Ops Officer, figured we were up the task.

I got my turn on a daylight alpha strike to a site about 10 miles south of Hanoi which was described as ‘buried POL’ .  The strike was going to be lead by the CAG.  This was going to be a very large strike for Navy standards with the lead element consisting of three divisions, in a finger tip formation followed by a second element of four divisions.  The whole strike tallied about 25 or 26 strike aircraft. With a background in fighters, CAG would be leading the strike as a 4-plane division of F-4s.  The A-6s were in the division on his port side which gave us the best view of the strike group, since we wouldn’t have to be looking through the BN’s side of the aircraft to keep the lead in sight.

CAG was infamous with the A-6s on Midway for briefing a sub 500 knot coast in at 20,000 feet and then pushing over to achieve 500 knots in the slow descent to our roll in altitude at 16,000 feet.  Somehow strikes always ending up at 525 to 535 knots, outside what an A-6 could do with a full load of 16 MK-82s(500 pound bombs) and a centerline drop tank, our standard Alpha Strike configuration.  The F-4s and the A-7s which were carrying less than ½ the load of the A-6s could keep up the speed, but we were always being yelled at for being “sucked” (out of the formation in a trailing position).  But I had been dealt this hand, and this was my ‘trial’ as a Division Lead.  With the Ops Officer (Ken Craig) on one wing, and the new skipper, CDR Barrish on my right wing, I was going to do my best to maintain the formation no matter what.

The alpha joined up over the ship at 20,000 feet with the various divisions joining the strike from the inside of the assembling gaggle and then sliding into their respective positions.  The F-4s in the flight typically wanted to be topped-off with fuel on their way in to the target since they had burned a lot of kerosene trying to get their lead-sleds loaded with bombs all the way up into the thin air.  With everyone pretty much into position and ready for battle, CAG rolled the group in the direction of the coast line aiming at an area just north of the hourglass which was a lightly defended area.

The strategy of the strike was good, the alpha was going to proceed in bound toward Nam Dinh which was a major city and a heavily defended area.  Short of the city we would turn north toward Hanoi.  The strategy was to confuse the defenses with this ‘faint’ at Nam Dinh and then a bold attack near Hanoi.  Since the target was south of that city, we would be flying directly into the high threat SAM zone.  Providing we didn’t stir-up anything nasty, we would be roll in to port in a classic fan on the POL giving each division a good steep dive from the roll-in, and then just continue south and east to ‘feet wet’.

We crossed the beach and true to form CAG accelerated to his 525 knots, but I had been flying as a wingman for months observing this behavior, and watching as some of our Division Leaders had started getting sucked.  Since the first leg before the starboard turn north was relatively short, I just started the turn early turning way inside the strike groups radius of turn.  By the time the strike group was heading north I was able to slide neatly into my slot ready for the forthcoming roll-in to port.  The ECM  gear started chattering before we had reached  the turn at Nam Dinh.  As we approached Hanoi more and more sites joined in the course.  The greater Hanoi area was well-defended with anti-aircraft artillery (AAA) and surface-to-air missile (SAM) sites.  Our strike group of well over 20 aircraft had gotten their attention, and they were certainly going to take a shot at us, if at all possible.  At about that time the APR-27  went off with an indication that a SAM had been launched somewhere.  At this point we were at roll-in and this was not as much of a problem unless you were the target; the roll-in maneuver nominally a 40 degree dive with a terminal speed of somewhere around 600 Knots just prior to the 5500 foot release altitude was a great evasive maneuver for a SAM.  Once you got the bombs off the A-6 you were in a great position to out-turn a SAM.

I wasn’t too anxious at roll-in and established a near perfect 40 degree dive on the target.  The pressure of combat was nowhere near the pressure of staying in the formation with my flight.  (You didn’t worry about dying; but you never wanted to look bad.)  I was generally pleased with the way I had handled my first Division Lead.  It is then I realized I had forgotten one rather important thing.  Despite leading and flying a near perfect flight, I had failed to turn on the gunsight.  So there we were going downhill very fast with John calling out the passing altitudes and I’m fumbling around on the center console trying to locate the switch for the gunsight.  Passing something like 7500 feet I decided to give up on the gunsight and took a look through the clear combining glass of the sight at the ground rushing up at us. 

When an Alpha Strike attacks a target each division in the strike rolls in as a unit.  For three elements and a port roll-in the division on the lead’s port wing rolls in first followed by the lead division, and then the division on the starboard wing, our division.  For this roll-in we were the last division of the first element, and by the time we were getting to the release altitude the bombs from the first division were already detonating.  I could see the vapor trails from the wingtips of the lead F-4s, as they put on the Gs, but the bombs from the first division were already exploding on the ground.  We had all fused the bombs for long fuse delays, so the bombs would penetrate some of the soil before exploding.  The bombs hitting the ground were sending up plumes of fire as they touched-off the buried POL.  By the time I reached our pickle altitude all I could see in the gunsight was a huge fireball as the bombs from the lead division hit their mark, as well.  Even without the gunsight, I couldn't miss, this must have been a huge cash of fuel.

Once I got the nose above the horizon on the pull-out I started jinking, bending our flight around to an easterly heading.  The ECM was still going off in our headsets, but at high speed and low altitude AAA was the only thing we typically had to worry about.  During the egress the division typically stayed reasonably together as two (2) two-plane  sections.  Each section flew a weaving flight out of sync with each other.  By so doing each aircraft was able to clear his wingie’s 6 o’clock, just in case the crafty North Vietnamese had sent up a Mig or two to pick-off stragglers.

We followed a direct route to feet-wet attempting to egress at about the same point as we had ingress.  During the flight toward the coast we could see the smoke rising nearly vertically from the target area.  Our flight of A-6s joined up, reported feet wet to ‘Red Crown’ , looked each other over, and switched to Midway Approach Control.  Our traps were uneventful, but by the time we had parked the aircraft and deplaned, the smoke from the POL was visible from the deck of the carrier.  Midway at this time was at the North Yankee Station around 50 nautical miles (nm) off the coast, and the target was another 70 or so nm feet-dry, so from about 120 nautical we were able to share the result of the strike with our plane captains and the Midway's flight deck personnel.   These guys were contributing to the war effort working 16-hour days for weeks on end and sleeping in four-high racks in poorly air conditioned spaces. 

They very seldom saw any of the effects of their labor.  This day was different, we could point at the vertical column of smoke, and they could see their direct contribution to the war effort.

And . . . . . I had passed my test as a Division Flight Leader and I was now qualified to actually lead an Alpha Strike, as well.

~Cheers, Snako

Photos courtesy CV41.org, John Mscisz, and Paul Bearden

Editor’s Note: If you too would like to have your story posted here on The Tailhook Daily Briefing, simply email me your article.  Don’t worry about grammar or images (although provision of both would be appreciated…) I can help in those departments. 

Remembering Midway - 68 Years Later

In every battle there is a moment when the combatants, and the world, seem to catch their breath. It is a fleeting moment, lost in the blink of an eye. But in that same blink, everything changes. Such moments are borne of desperation, of courage, of plain dumb luck. But they are pivotal – for what was before is forever changed afterwards. – SJS (June 2007)

Three years ago I wrote that at the end of a series of posts (which are collected here) that began on the 65th anniversary of the Battle of the Coral Sea, and culminated on the anniversary of Midway with some modern day observations and what we might take away. For even today, with all our technological sophistication there are still things we can learn at all levels, be it at the Fleet or in the cockpit or on the bridge. One of those lessons is the role of the individual and seizing the initiative when everything else seems to be going to hell in a handbasket around you. That was something impressed upon me as a young LTJG E-2C Mission Commander and I found resonance and inspiration from the JO's and petty officer's actions that pivotal day.

And sometimes it means pressing ahead into a situation from which you know there is no way out -- but to do otherwise would result in a greater loss.

There aren't too many of them left -- the original Midway vets that is. Same for the Doolittle Raiders. Ditto Medal of Honor awardees from that era. These modern day Samuel's raised their Ebenezer in our darkest hours - and what was before was forever changed. The job wasn't finished yet though, and the way ahead was still perilous -- Guadalcanal, Savo Island, Bloody Tarawa (can it ever be though of as just Tarawa?), Iwo Jima, Anzio, Normandy, Bastogne and the Meuse -- Okinawa; all lay in the future. But it was a future made possible by the fighting spirit of the Navy, Marines and Army Air Corps in a far flung theater whose battlefield was but a featureless, sun-dappled sea of blue. Still, more would come and follow in their footsteps. And you and I today carry their proud heritage forward.

The far horizon is difficult to discern these days and it may well indeed hide gathering storm clouds - from whence direction I can not say for certain. But it would do us well to heed their lessons and remember their deeds when the warning flags are broken and we are called to battlestations once again. -- SJS, June 2010

VAW-121 E-2C Hawkeye Lost At Sea

 
(Breaking) Getting early reports that an E-2C Hawkeye assigned to the VAW-121 ("Bluetails") is down in the North Arabian Sea. The crew evidently conducted a controlled bailout and three of the four have been recovered by SAR efforts. Fourth remains missing after four hours.

I can only speculate on what the cause of the mishap was -- according to published reports the crew only notified the ship (after returning from a mission over Afghanistan) that there was a problem and they were conducting a "controlled bailout". Prior to this, there had been only one other successful bailout (where all of the crew got out of the aircraft), that being the VAW-122 bird lost in the East Med due to a fire in the right nacelle behind the firewall. In the 1990's, we lost a couple of aircraft due to inflight fires fed by the hydraulics -- those were not survivable.

For those unfamiliar with the aircraft, the E-2 is the only fixed wing aircraft operating off the carrier today without ejection seats -- because of the arrangement of the aircraft and the overhead radar dome, there is no practical way to eject from the aircraft. Hence, emergency egress in the air is via the main entrance hatch for all five crewmembers (for some reason the VAW-121 aircraft was carrying only four for this mission). although you practice and practice -- and practice some more on the ground, it never is the same as when a real emergency occurs and you find yourself headed for that small door, through a narrow passage between equipment racks with all the possibility of getting caught on something. For the pilots, it is even worse as they have to turn around and step down from the flightdeck to reach the door -- assuming the auto-pilot is still functional and can keep the plane level until everyone is out. Then, upon exit, you have to freefall away from the aircraft and manually release your chute, inflate your preserver, deploy raft, etc.

Overall, the VAW community has been one of the more fortunate when you compare Class A mishaps across the tailhook community - but when something goes really bad, it gets grim in a hurry. Prayers for the crew, their families and the Bluetails. Hits especially close to home as that was my first squadron too, albeit a long time ago. On days like today, we are all Bluetails...

UPDATE

DOD Identifies Navy Casualty

The Department of Defense announced today the death of a pilot who was supporting Operation Enduring Freedom.
 
Lt. Miroslav Zilberman, 31, of Columbus, Ohio, died after his E-2C Hawkeye crashed into the Arabian Gulf on March 31, 2010.  The recovery effort was abandoned on April 2, 2010 and his body was not recovered.  Zilberman was assigned to Carrier Airborne Early Warning Squadron (VAW) 121.
 
For further information related to this release, contact Lt. Cmdr. Philip Rosi at 757-444-3373.

God rest his soul and God bless and comfort his family and next of kin...

 

USS Enterprise (CVN-79): Petition Update

Readers here will recall the petition we launched last July when it came to light that there was a "sense" of Congress motion passed that the next ship following the Gerald Ford (CVN-78) should be named after Barry Goldwater. You will recall we were, well, less than enthusiastic (to put it charitably) that yet another capitol ship was going to be named after a politician, when there was a prospect we'd be without an Enterprise in the fleet of carriers envisioned post-2013 (CVN-65's presumed decom).

Evidently, many more of you feel the same way - emphatically so by the comments on the petition. At almost 6 months to go, we are closing in on 2,000 signatures (1,986 as of 18 Jan 2010). Outstanding as that is, I'd like to see if that can be doubled in the remaining six months. My intention is to print out the petition for delivery to the Secretary of the Navy, CNO and Senator Webb (my senator and a former SECNAV), hopefully in person, as a direct and tangible "sense" of both our nation and friends abroad (check the countries of some of the signers). But that's not all - I want to do this before the 50th Anniversary of the christening and launch of the current USS Enterprise (24 Sept 1960).

Time is pressing - there are no namings for a carrier slated for this year, but that is no guarantee that something won't be pulled behind closed doors. Just take a look at this document and see what is in the wings: RS22478_20091223_Navy-Ship-Names_23Dec09 (downloads PDF)

So please, lend a hand, post an article or link, advocate, write your Senators and Representatives.

Write SECNAV.

Let's see if we can get 4,000 - 5,0000 or more signatures on this petition! (ed. BTW, we are one of the top 10 petitions at epetitions.net! - SJS)

Let our effort be the very definition of the word — and in the spirit of the ship we would see named “ENTERPRISE”!

CAPT John E. "Jack" Taylor, USN-Ret.

With the neck down in platforms, officer accession and student naval aviator (SNA) training pipelines, there is a certain homogenization characterizing Naval Aviation today. Not that that is all bad mind you, especially when one considers the reduction in mishap rates and capabilities today's anchor-winged warriors bring to the fight. Still, for those of us who had the opportunity to train, fly and fight with those who entered in the 40's - 60's we had the fortune of knowing some real characters and, occasionally, some real pioneers and pillars of the community. For that was a period of interesting, challenging and oft times, awkward growth as Naval Aviation moved past the breakout period of WWII and through the early days of the jet age to arrive at the version more recognizable today, repleat with super carriers and supersonic fighters. Getting to that point, however, required a distinct breed of aviator, formed in a time before NATOPS, honed on the small decks of 27C's and the early "supercarriers" of the Forrestal class CVA, with new missions and (then) leading edge technology to master and fight with.

One of the signature aircraft of that period was the A3D/A-3 Skywarrior, aka "Whale." Originally designed to be the Navy's contribution to long-range nuclear strikes, the Whale eventually morphed through a number of other platform variations and missions -- tanking, photo-recce, ELINT, electronic warfare, DV hauling, and the like. It was at once a typical life that the Whale led, compared to some of its contemporaries (viz., AD/A-1 Skyraider and F3D Skynight) - yet it outlived all those and many of the more modern and specialized aircraft that followed.

Like their aircraft, the men who worked on and flew the Whale were (are) of a particular bent and were central in establishing the tenor and tone of that era. Today, courtesy Andy Niemyer (A-3 Skywarrior Association) we learn of the passing of a true pioneer and pillar of the VQ community from that era - and Naval Aviation Pilot, CAPT John E. Taylor, USN-Ret:

Former VFP-62 CO and DFC Recipient, CAPT William Ecker, USN-Ret Passes Away

On Oct. 19, 1962, the Pentagon’s Bureau of Aeronautics contacted Koch while he and Ecker were fishing in Orange Park, Fla. The bureau had a top-security mission in mind. “They called up and said, ‘Can you really take pictures this good?’ ” Ecker recalled. “We said not only ‘yes’ but ‘hell yes.’ ” A few days later, Ecker got his assignment to fly over Cuba. Ecker and the pilot of a plane that flew just off his starboard wing were assigned to photograph a suspected missile site at San Cristobal. After the Havana skyline appeared, Ecker banked to the west, flying right over a fleet of Cuban trawlers.

Despite that warning, the jets proved too fast for Cuban air-defense gunners. The flight time over Cuba totaled only 4 minutes. “You could see the popcorn in your mirrors,” Ecker said, referring to the white puffs of smoke left by anti-aircraft fire. “But we never got hit.” One of the jet’s photos even captured a soldier scrambling from an outhouse. More importantly, the photos also showed soldiers conducting activities around missile bases.

“Then it got kind of hectic,” Ecker recalled. “We were flying right into the granddaddy of all thunderstorms. We’re talking a wall of clouds rising to 50,000, 60,000 feet. “Here I’ve got the pictures, and if the airplane gets busted all to pieces, it wouldn’t do anybody any good,” Ecker said. At the last second, Ecker saw a jet-sized hole open up in the clouds. “It was just a sunspot,” he said. “I said, ‘Burners, now!’ We popped out the top.”

On November 5th, 2009 CAPT William Ecker, USN-Ret passed away at the age of 85 near his home in Punta Gorda, Florida. Born in Omaha, Nebraska, he joined the Navy in October 1942 and completed fight training in April 1944. From there he was assigned to VF-10, embarked in USS Intrepid (CV-11) and flew combat operations in the Pacific Theater until he left the squadron in November 1945. A series of assignments at sea and ashore stretched through the following decade until he reported for duty in Research & Development at the Bureau of Aeronautics and Bureau of Naval Weapons from 1958 to 1961. After that he reported to VFP-62 as the Commanding Officer where he played a critical role in leading the first and subsequent low-level reconnaissance missions over Cuba to confirm the presence of medium-range ballistic missiles emplaced by the Soviet Union. He was awarded the DFC and VFP-62, the first peacetime Presidential Unit Citation in a ceremony attended by President Kennedy.

Following VFP-62, Captain Ecker became the Head of Naval Photography and Reconnaissance in the Office of the Chief of Naval Operations until he was ordered to the Naval War College in 1966. While at the Naval War College, he received his Master of Science degree and after language training, he reported to the Military Assistance Advisory Group, Denmark, as Chief, Navy Section.

He commanded the Naval Air Technical Training Unit, which included the Naval Schools of Photography, for one year before being ordered to report to the Office of the Chief of Naval Operations in September 1971. From there, he retired in 1974.

(h/t Msgt Tony Tang USMC Retired for bringing it to my attention)