I flew the four aircraft with the red tails during flight training; the T-34 at Saufley Field for primary flight training, the T2A at NAS Meridian and NAS Pensacola for basic jet training, and the TF9 and AF9 (not pictured) cougar and F-11 Tiger at NAS Kingsville in Advanced jet training. I was awarded my "Navy Wings of Gold" in February, 1965. I flew the A4 Skyhawk in VA-15 at NAS Cecil Field and on two Vietnam deployments aboard USS Intrepid CV-11 from 1965 through December, 1967. I flew the AT-33 (not pictured) and F-105 Thunderchief in the 4519 Combat Crew Training Squadron at McConnell Air Force Base in Wichita, Kansas and had a 34 flight our checkout in the F4 Phantom at Davis Monthan AFB in Tuscon, Arizona from 1968 through 1970. After checking out in the A7 aircraft in replacement pilot training, I flew the A7E Corsair in VA-82 at NAS Cecil Field in Jacksonville Florida with one Mediterranean cruise in 1971 and my third Vietnam deployment 1972 aboard the USS America CV-66 fling the A7C. I flew my second tour in the A7E in VA-15 at Cecil Field with one Mediterranean cruise in 1977. I was the Commanding Officer of VA-15 from Dec 1977 through April 1979. We were recognized as the best Light Attack Squadron on the East Coast with the Battle "E" during that tour. My third A7 tour was as the Commanding Officer of the VA-174 Hellrazors at Cecil. VA-174 was the replacement pilot squadron and had over 1000 sailors and 100 aircraft. I flew my 2,000 flight hour in the A7B/C/E and the TA7C during that tour and recorded my 500th carrier arrested landing (trap) on the USS America during that tour!

Please remember that this memoir was originally written as a legacy for my family. As a result, it is a bit egocentric as it documents my life's activities and adventures. But, it has also become a record or history from my perspective of the squadrons or ships for the period of time that I was stationed with them. Writing this memoir has required a lot of research, reflection, and reestablishing contacts with former shipmates. 

When I flew my Vietnam combat missions, my only concerns were to fly the flight schedule and be an effective combat pilot. The political aspects of the war were not part of my concerns. However, writing my memoir has involved reading numerous accounts of the air war in Vietnam including research in how the political aspects of the war affected our effectiveness thus changing my Memoir in to part journal, part analysis. I used green text to indicate the political stuff. I will use the navy blue text for the material which is related to items of fact or personal observation. I should note that all three of my Vietnam deployments were during the summer monsoon season which featured the best flying weather and consequently the most intense portions of the air war over the north.

In addition to my own recollections and my flight log book, I am using information provided by my squadron mates, then Google and Wikipedia as external sources while writing this memoir. I have also read numerous books about Rolling Thunder (1965-1968), Linebacker One and Two (1972), and about VAL 4 and the OV-10 close air support operations in the Mekong Delta.

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Vietnam:

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Operation Rolling Thunder (1965-1968)- The VALions of VA-15, USS Intrepid (CVS-11):

I completed over 200 Vietnam combat missions in Vietnam in 1966 and 1967. My first Navy fleet squadron was Attack Squadron Fifteen (VA-15).
We deployed aboard USS Intrepid (CVS-11), a World War II vintage aircraft carrier which had been converted from the Anti Submarine Warfare mission (CVS) to conduct Close and Direct air support missions from Dixie Station off the coast of South Vietnam. Intrepid's Carrier Air Wing Ten had three A4B squadrons with 16 aircraft each and two Spad squadrons to accomplish the Dixie Station mission.  We normally flew two combat flights a day working with Forward Air Controllers in support of ground operations in the Mekong Delta to areas northwest and east of Saigon. After two line periods from Dixie Station, in early August, 1966, President Johnson wanted a third carrier on Yakkee Station so we were ordered north to Yankee Station to join the Oriskany and Constellation in support of Rolling Thunder missions against North Vietnam. It was tricky business operating an aircraft carrier specifically designed for close air support in a low threat area; no fighter (VF), electronic warfare (EW), or air control aircraft (AEW) in the air wing in the high threat environment of North Vietnam. Our A4B aircraft were not equipped with adequate electronic warfare equipment and were only marginally effective at night. As a result, we flew only day missions which at first were confined to the lower threat coastal areas from south of Vinh to south of Thanh Hoa. However, as we gained experience, we flew missions from Thanh Hoa to Haiphong and occasionally further inland with fighter support usually from the Connie that had F4s.; Oriskany had F8 which were not optiml for BARCAP missons.

Eight months later, on June 21st, 1967, we were back on Yankee Station with USS Intrepid (CVA-11) flying our first missions of our second Vietnam deployment. This time though, we were not the "new guys". We returned with a different CO and XO, but most of the pilots from the first cruise were back and only a couple of "new guys" to break in. We had turned in our 16 A4Bs for 14 A4C Skyhawks properly fitted out with EW gear. During the turnaround training period, we received extensive training in the Russian made AAA and SA-2 Guideline defense systems as we were assigned as the airwing squadron dedicated to fly missions against the SA-2 missile system radars, called Iron Hand missions. In addition, VA-34 from the east coast with 14 A4Cs and a VSF squadron with A4s along with a Spad squadron were part of the mix. our CAG 10 airwing had a detachment of four F8 Crusader fighter aircraft for strike escort and and a few RF-8 reconnaissance aircraft, electronic support aircraft, and airborne early warning aircraft. Our F-8 Crusader fighter aircraft would be limited to providing TARCAP fighter coverage for our strike air craft and escort for our RF8 reconnaissance aircraft. Barrier Combat Air Patrol (MIGCAP) missions for our strikes would be provided by other Yankee Station F4 Phantom fighter squadrons. This time, we would be "in the thick of it" from the start. We were ready and would prove that the USS Intrepid small deck carrier could provide effective air to ground attack missions as well as the large deck carriers.

These are detailed "journal" a style chapters of theses two deployments complete with combat charts, photographs, mission descriptions and even port visits.   Here are the links to these chapters:  
             
VA-15 (1965-1966) First USS Intrepid Vietnam Deployment             

VA-15 (1967) Second USS Intrepid Second Vietnam Deployment
           

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Operation Linebacker 1 and 2 (summer/fall 1972): The Marauders of VA-82, USS America (CVA-66):
Politics was not a significant factor in my childhood, my time at Cornell, or during the training command when I was in pursuit of my Navy  "wings of gold". There were some political events during those periods in my life that were significant such as the Cuban missile crisis in October, 1962 and the assassination of John F. Kennedy in Dallas, Texas on November 22nd, 1963. I will be adding my comments about how these events affected me in the relevant chapters.

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As I am writing this in some cases almost sixty years after the events occurred, the dates and places are the best I can remember or document in some way. My flight log book provided excellent accurate information in this regard. I am learning that memories that seem clear to me and my friends are not necessarily accurate concerning the place or time that they occurred.

During the process of writing this memoir, I have come to believe that the emotionally strenuous times over the skies of North Vietnam during my three deployments and the experience of losing close friends in combat resulted in a type of mild but significant variety of Post Traumatic Stress Disorder (PTSD) known as "emotional numbness".  All good carrier combat pilots have to have the ability to compartmentalize; focusing only on the business at hand in order to properly fly the aircraft. This is particularly critical when experiencing inflight emergencies as an incorrect action can cause the loss of the aircraft and possibly the life of the pilot. In combat, it also became necessary to put off grieving for someone who has just been lost in order to continue to fly the mission in progress or the next mission after that. After awhile, you may be unable to outwardly display grief at all. An advantage of this "emotional numbness" is that it is easier to concentrate on those things you can control and ignore those that you cannot. I think that the losses we experienced during my first two Vietnam deployments significantly affected my third Vietnam deployment with VA-82. I was not more cautious; exactly the opposite. I believed that "speed was life" and being aggressive and unpredictable increased my chances of survival. I focused on the missions and was somewhat emotionally detached from my fellow Marauder pilots lest I should loose one of them. I think that is why I had very little memory about that deployment until I reconnected with my VA-82 shipmates while writing my memoir.

This is a relevant excerpt from Mike Spencer's book, "One Man's Journey: The Life, Lessons & Legacy of a World War II Fighter Pilot"

After a pilot was short down, "we all gathered in the tent and had a drink in his honor. ..The next morning, life went on as though he hadn't been there at all. That's the way it had to be. ...Fighter pilots by the nature of their jobs need to show little emotion. ... If a pilot were shot down, we didn't say, "Oh how awful. I feel sorry for him".  No, instead we went out and tried to kill the guy who shot him, and then we went on with our lives...My lack of emotion sometimes surprised me, but I suppose that was how I coped with the reality of war. I've read the writings of many philosophers, and several have alluded to the idea that strong people don't get too involved in things over which we have no control. That's the feeling I had about fighter pilots." from page 144

So, far, I have read two memoirs written by pilots who flew missions in Europe during World War Two (WW2). One was a B-16 bomber pilot who was shot down over France and spent four months with the French resistance forces which helped him escape (LtCol James Armstrong ASAFR Ret. "Escape: An American Airman's Escape from Hitler's Fortress Europe", 2000). I was able to talk with Jim on a Sunday afternoon in Thomasville, GA. The second was written by a P47 "Thunderbolt" pilot (Mike Spencer, "One Man's Journey", 2018) who flew missions over France and Germany in 1944 and 1945. His Thunderbolt squadron flew primarily air to ground missions. I heard Mike speak at an Association of Naval Aviation lunch. After I read his book, I contacted him and we had lunch. I asked many questions about his combat experiences. We also discussed the process he used to work with a co-author (Kenneth R. Overman) and get his book published. I also read another WW2 memoir, ( Robert S Johnson "Thunderbolt; The Extraordinary Story of a World War II Ace" co-written by Martin Caidin in 1946). This one is also about a P47 Thunderbolt pilot. But in Robert Johnson's case, he few the Thunderbolt against German fighter planes achieving 26 kills without being shot down.

It is interesting to me that although these pilots had many differences, they all had some things in common; mostly rural (farming) backgrounds, all had outdoor experience (hunting, fishing, hiking, and camping) and the P47 pilots had a lot of experience hunting with a 22 caliber rifle which sharpened their eyesight and provided the skills they needed to be good at gunnery in the Thunderbolt.  All three were Boy Scouts. All three had become interested in flying early in the childhood by watching barnstormers, air shows, or getting a ride in an airplane at an early age. All three attended church regularly while growing up. Al three enlisted after the Japanese attack on Pearl Harbor on December 7th, 1941 and went through flight training for two years.

My objective in writing this memoir is to reflect upon my life and lessons learned in the process of living it and to provide a historical record for my children and my Navy shipmates. I am also enjoying the challenge of writing it.  Conducting the research online, reading relevant books, and providing factual information from my flight log book has required some effort but has been enjoyable. I also have liked the increased contacts I am experiencing with my Navy friends as I seek their comments on my memoir including war stories of their experiences.

After my talk with Mike Spencer about what was involved in working with a co-author/publisher package ($5,000 and Mike recorded his story and the co-author wrote the draft for Mike to edit), I decided to publish it online as part of my personal website. A good aspect of putting it online is that it is a living document and people who read it can correct any errors in content and make suggestions for any additions they might have.  I'm not asking you to point out misspellings, typos, or grammatical errors. I want your inputs such as events I have omitted or mistakes in fact that I have made.  I hope you will do so and let me know your suggestions by email at:

I am dedicating my memoir to Vice Admiral Jerry O. Tuttle US Navy Retired. I worked for Jerry Tuttle while in VA-15 during our 1966 Vietnam deployment. I flew with him in combat operations in Vietnam in 1966 and 1967 and observed his leadership style over the years. I did my best during my naval career to follow his lead on how to identify and solve problems and run a squadron or ship as a Commanding Officer. Jerry passed away on October 30th, 2018.  VADM Tuttle was buried in Arlington National Cemetery on Thursday, March 14th, 2019 after a Catholic Mass was given at the Fort Myer Post Chapel. A reception followed at the Fort Myer Officer's Club after the burial. Most of the VA-15 (circa 1966/67) pilots, wives, ex-wives, and widows were present. Tut always referred to our VA-15 as "none finer". That phrase "none finer" certainly is a relevant description of of Jerry Tuttle!

There are a lot of people who contributed significantly to my life over the years. I plan to mention them during the writing of my story on how they positively affected my life. I am relying on my sister, Barbara, who recalls more details about our childhood together with our parents than I do.  Jeff Lapic was my best friend during junior high school, Ridgewood High School, during our college years, and during our first few years in the Navy. Captain Jerry L. "Possum" Terrell USN Ret was my shipmate and best friend for over fifty years (1965 to his passing in 2023. Possum was with me at my best and worst times; always positive and supportive. Unfortunately, Possum passed away last ear.

Marianne and Lehman Barnes were colleagues during my educator days and continue to be friends to this day. My wife Diana and I are members of the New Day JAX Church in Jacksonville. Although we no longer can attend services in person, we enjoy the fellowship, music, and message we experience with this group via texts emails, and Zoom when available..

I have had three wives over the course of my life. All of them have been a significant factor in my life. My first wife Mary (1963-1978), is the mother of my first three daughters; Heather, Laura, and Stacy. She was married to me during all three of my Vietnam combat tours. She kept the "home fires burning" during my sea duty tours. My second wife Cathy (1978-2000), is the mother of my fourth and fifth daughters; Jessica and Lindsay. She divorced me after I retired from the Navy and decided to pursue my second career in education instead of flying for the airlines.  I have been married to my third wife, Diana, for almost sixteen years now (August 2008 to present). Diana and I enjoy our life together in Jacksonville,  Florida.

 Chapters