It is with heavy heart we Tailhookers bid farewell to the sole remaining Original Blue Angel, Cdr. Al Taddeo. Al passed away this weekend after 94 years.
This past September, Colorado Mile High Tailhookers were afforded the opportunity to celebrate life with Al in person. He had been invited to join us as our special guest of honor at our Semi-almost-annual Cattle Barron’s BBQ and Tailhook Gathering. A wonderful Soirée put on by Honorary Tailhookers of the Year, 2011 Hans and Kathy Schmoldt. He graciously accepted the invitation.
Al was thrilled to be there, not only was he surrounded by like souls, but also by the then current team, and team selects of the 2012 Blue Angels. Stories of daring do soon followed, with hand flying accents littering the low flying airspace.
In addition to his family of Blue Angels, Al was especially thrilled to learn that one of his fellow shipmates from his time onboard USS Enterprise CV-6 was in attendance as well, VF(N)- 101 Lt. Bob Brunson. Al and Bob swapped stories and tales from WWII that held our attention well into the evening.
Al was a gentleman that night, as he has been all his life. We are proud to have him associated with Naval Aviation, The Blue Angels, and the Tailhook Association.
Al, Updated winds are calm, ceiling and visibility unlimited, you own the airfield and the airspace. Cdr. Al Taddeo, departing!
He is in the process of chopping an article to appear in “Hook” and for the Naval Aviation Museum in P’cola on the history of JOPA-Mobiles, y’know, the squadron get around cars. And he asked me to ask y’all for some assistance. Happy to oblige.
JC,
Here is a picture of the VAQ-134 JOPAmobile, now on permanent display in the museum in Pensacola. I am working on a JOPAmobile story for Hook and owe the museum a background on squadron cars throughout Naval Aviation so they can develop story boards for the display. I was hoping you could post the photo and ask folks to send any squadron car photos/stories to my Tailhook email account: tmurph@tailhook.net.
V/R,
Tmurf
Please partake… this is a great part of Naval Aviation history and is a wonderful catalyst for more “There we were…” stories. Not all great aviation tales have to be set in the cockpit.
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!
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 acknowledgingthe 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:
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.
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)?
Another of our WW II combat leaders, Rear Admiral James D. “Jig Dog“ Ramage, USN (Ret), made his last cut on 21 July 2012 at the age of 96 in Coronado, California. He is survived by his two daughters, Jaleen Edwards and Jamie Franzman, along with his stepdaughter Karen Cordes, four grandchildren and four great grandchildren.
A celebration of “Jig Dog” is planned at Tailhook HQ in San Diego on Friday October 12th (1700-1900) if you are in the area, please plan to stop by and share with us you best “Jig Dog” story.
For now I provide you with an interview conducted in 2010 with Admiral Ramage…
And now a few Updates:
Tailhook 2012 Reunion - 6-9 September
· Commemoration of the U.S. Marine Corps Aviation Late reservations can be made at the Silver Legacy downtown. We will provide transportation to and from downtown.
The exhibit floor will be full of vendors selling everything from T shirts to F-35B’s and C’s. Our Tailhook Association store will be selling a full line of shirts, jackets and T-shirts along with the two commemorative shirts pictured below. Don’t miss this opportunity to visit with squadron mates, friends, active duty leaders and warriors.
The Tailhook Association online store will close 29 August and the store will reopen at the reunion in Reno on 6 September. Following the reunion the online store will reopen on 24 September. Advanced reunion registrations will also close on 29 August. Late registration will open 6 Sept in the Pavilion of John Ascuaga's Nugget in Reno NV.
Scholarship Season:
Applications for the 2013-2014 school years will be available on 15 December 2012. Next year we plan to award grants in amounts from $1,500 to $22,000. Our goal is to provide undergraduate educational scholarship grants the best and brightest students.
We will select two Tailhook/Wagner College Presidential 4 year scholarship grants of $22,000 per year for 4 years. Applicants for this grant must also be accepted to Wagner College.
Scholarship Eligibility:
To be eligible for consideration for a Tailhook Educational Foundation scholarship, an individual must be a high school graduate and the natural, step, or adopted son, daughter or grandchild of a current or former (U.S. Navy / U.S. Marine Corps / U.S. Coast Guard) Naval Aviator, Naval Flight Officer, or Naval Aircrewman. Also eligible are individuals or children of individuals who are serving or have served on board a U.S. Navy aircraft carrier in ship’s company or the air wing. Eligible applicants must be accepted for undergraduate enrollment at an accredited college or university.
Please spread the word through your extensive Tailhook network and do join us for this important Colorado Aviation Historical Society gala event being held Sunday, October 16, 2011, from 11AM to 3PM at the Wings Over the Rockies Air & Space Museum in the historic Lowry community at
7711 East Academy Blvd, Denver CO 80230.
Be inspired by our featured luncheon speaker, Rear Admiral Dennis Wisely, USN (Ret.), the former leader of the Blue Angels, who flew 350 missions in Vietnam, and later commanded the aircraft carrier John F.
Kennedy. Admiral Wisely holds the Silver Star, two DFCs, 29 Air Medals, and the Purple Heart.
Tour the museum. Enjoy the exhibits. F-14 Tomcat & F-4 are just a few examples of aircraft on display. The luncheon/banquet is open to the public. Pre-register and buy your luncheon/event tickets on-line at:
The 2011 Colorado Aviation Hall of Fame Induction Ceremony will include seven outstanding Colorado aviation leaders: Michael W.Bertz, Pk.Bonde, Penny Rafferty Hamilton, Norman F. Meyer, Bill Mitchell, D.O. Neary, and John C. Penney.
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
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
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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. 
July 2012 at the age of 96 in Coronado, California. He is survived by his two daughters, Jaleen Edwards and Jamie Franzman, along with his stepdaughter Karen Cordes, four grandchildren and four great grandchildren.
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