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COMNAVAIRLANT
Commander Naval Air Force Atlantic Fleet
March 1974-May 1976
Last Updated: September 6th, 2021
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Gas
Shortage

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When we arrived in Norfolk 1n 1974, there were
also long gas lines at gas stations.
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COMNAVAIRLANT (aka CNAL, aka Airlant) is
located at Naval Air Station Norfolk in the left
center of the map.
We found a house we rented in Kempsville which was
located about half way betewen NAS Norfolk and
Virginia Beach.

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I don't remember who Bosco stayed with while
we were in England; probably my parents,
possibly Mary's parents)
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5305 Fairfield Blvd.
Kempsville
2000 sq. ft., 3 bedrooms, 2 baths, and a
room over the garage
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It was located on a very nice
street with lots of trees.
Heather
(almost 10) and Laura (then 9) went
to a nice elementary school. Stacy
(then 4) stayed at home with Mary
and Bosco.
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A7 Class Desk
Officer (March 1974-December 1974)
My first
assignment at CNAL was as the A7 Class Desk Officer (Code
521B). Airlant consisted of various sections devoted to
administration, aircraft training operations, supply
(logistics), and engineering/maintenance. The Code 50
section was headed by a Rear Admiral Faulders. The Code
52 section was responsible for aircraft engineering and
maintenance, airborne weapons, and electronic warfare systems
and was headed by a Captain who was an Aeronautical
Engineering Duty Officer (AEDO). When I was there, Captain
Bill Finneran was in charge of Code 52. My boss, Code 521, CDR
Jim Anderson also an NAEDO, was in charge of aircraft
engineering and maintenance for the type aircraft assigned to
Airlant. My job as Code 521B was to oversee the
engineering and maintenance aspects of the A7s assigned to
squadrons assigned at NAS Cecil Field in Jacksonville. Other
officers were responsible for the A6, F4, E2 etc aircraft
assigned on the east coast. There was a similar
arrangement at COMVAVAIRPAC on the west coast. Most of
the officers assigned to Code 521 jobs were also NAEDOs. It
was unusual for me as a pilot (Line Officer/1310) to be
assigned to this job but I think my experience as an Aircraft
Division Officer in VA-15 and as Maintenance Officer in VA-82
was most likely the reason I found myself in 521B. The
A6 Class Desk Officer was a Naval Flight Officer/A6 BN
(Bombadier Navigator) with aircraft maintenance experience.
I was very fortunate to have a GS-13 civilian, Jim McConnel,
assigned with me as part of 521B. Jim was a veteran of WW2 and
was very experienced in the engineering and maintenance
history of the A7. I could not have accomplished my job
without the guidance and support of Jim McConnell.
The most important part of our job was to review the aircraft
and engine change proposals that were produced by Commander
Naval Air Systems Command (COMNAVAIRSYSCOM) that were intended
to either accomplish upgrades or fix problems that were the
result of accidents or incidents experienced by the
operational A7 squadrons. Jim usually reviewed the
technical aspects of the changes. My job was to look at the
changes and determine whether they were within the capability
of the squadrons to accomplish onboard ship at sea or were
going to be restricted to be done while based at Cecil
Field. My experience as a squadron maintenance officer
was invaluable in this regard. Another factor that was a plus
was that I was an experienced A7 pilot and was post
maintenance flight test qualified.
Flight Time as
the A7 Class Desk Officer
I did fly as much as possible while at Airlant. I was required
to get my instrument card renewed which meant some TA-4
flights with VF-43 at Oceana or VA-45 at Cecil. I was also
flew as much as I could with VA-174 and the fleet A7
squadrons. These flights were helpful in doing my job as the
A7 Class Desk Officer. Flying with the A7 squadrons helped me
the understand better their problems and how well they thought
we at Airlant were doing our job; or not.
March 1974- I flew three flights (5.9 hours); two
instrument flights in the TA4 with VF-43 at Oceana and a
flight in the YA-7H (a pre-production model of the two seat
A7). Trips to LTV in Texas was an important part of my job.
First, I got the chance to see the A7 manufacturing
process. And second, I was able to establish
relationships with the engineers and maintenance experts at
the company.
April 1974- I flew 7 flights (15.5 hours); first an
instrument flight in a TA4 with VF-43; followed by a five day
trip to Cecil. I flew in a VA-45 TA4 from Norfolk to
Cecil (with Possum), a second flight with Possum in a VA-45
TA4, an A7 NATOPS check flight with VA-174 (Jim Yeager), an A7 systems flight with VA-105, an A7 live weapons
flight with VA-37, and an TA4 instrument flight with VA-45
back to Norfolk. These five days were fun and
valuable. I got back to flying the A7, spent time with
old friends, and spent valuable time with maintenance folks
from VA-174 and the fleet squadrons.
June 1974- I flew 4 flights (8.0 flight hours); Two
TA4 flights with VA-465 at Cecil and two A7E flights with
VA-105 at Cecil
July 1974- I flew 4 Flights (8.6 flight hours); Two
TA4 flights with VA-45, one A7E flight with VA-66 and one A7E
flight with VA-174. That flight was a formation
flight with my wingman from VA-82; Jim Yeager. It was great
spending some time and flying with "Rock" again !
August 1974- I flew three flights (5.7 flight hours);
Tow TA4 flights with VA-45 and one A7E flight with VA-105
September 1974- I flew six flights (10.6 flight
hours); Two TA4 flights with VA-45 and four A7B/E flights
(VA-105, VA-46, and two with VA-37)
October 1974- I flew two four flights (8.3 flight
hours); Two TA4 flights and two A7B/E flights (VA-174
and VA-46)
November 1974- I flew four flights (9.3 flight
hours);, Two TA4 flights (one with VF-43 and one with VA-43)
and two A7C flights with VA-82
A7 Class Desk Significant Issues
My day usually started at about 7:30 with a cup of coffee,
read the daily message board, and discussing anything I needed
to with Jim McConnel . I needed to identify an A7 related
issues that mighty come up in the 0900 daily meeting with Vice
Admiral Michaelis, COMNAVAIRLANT or the Chief of Staff.
I was required to brief Jim Anderson who would brief Captain
Finneran who would brief Rear Admiral Faulders before the
meeting. Ocassionally, I would attend the meeting if
there was a significant A7 related issue.
Once we were finished with preparing for the morning meeting,
Jim McConnell and I were free to address whatever engineering
change proposal or maintenance procedure changes we were
working on at the time. Some of these issues were fixes for
accidents or incidents experienced in the fleet for changing
out the main landing gear trunion bolts with stronger
steel;. There had been a few failures on arrested
landings. That one could be accomplished onboard the ship.
After several inadvertent extensions of the nose landing gear
during 4 G pullouts after bomb runs, we had to change out the
nose landing gear uplocks and the nose gear housing itself
from steel to titanium. This was a major affair that
required teams to be organized, repair sets to be prioritized
and could not be done onboard ship. Another major issue we
addressed was the failure of the A7E TF-41 engine turbine. It
was finally resolved when it was discovered that the turbine
shield which was removed during depot level engine maintenence
was not replaced properly. It took some time to discover
the source of the problem. In the meantime as, the Navy
couldn't afford to down the A7 fleet, the pilots had to run up
to full power and hold the brakes for one minute prior to a
cat shot or starting the take off roll; not a very encouraging
situation for new pilots undergoing training at VA-174. We
even experimented with flying the aircraft without the turbine
shield. Test pilots flew some of these to failure and then
ejected safely.
Milestone Management. Another
function of Code 521 was to provide an officer for the
COMNAVAIRLANT Aircraft Carrier Overhaul Milestone
Management Team. This team monitored critical path
milestones during an aircraft carrier overhaul and
briefed the Admiral advised of any problem areas and
worked to provide solutions to problems to ensure that
the overhaul was completed on time. This was a
complex and challenging procedure. I learned a
great deal during my assignment to one of these
teams. Apparently, I did a good job because I was
selected to take on a similar project.
USMC AV8B Harrier squadron workup and
deployment on the USS Roosevelt CVA-42.
In June of 1974, the Chief of Naval Operations, Admiral
James L. Holloway III, announced that the Roosevelt
would work up and deploy with a 16 plane squadron of
vertical lift-off and landing AV8B Harriers.
Commander Naval Sea Systems Command and Commander Naval
Air Systems Command were tasked to make it happen.
COMNAVAIRLANT was tasked to monitor the critical path
milestones involved. I was assigned to monitor the
Roosevelt's modifications required to accommodate the
AV-8B aircraft. Some of the more challenging problems
were to determine what flight deck material requirements
including the elevator at the end of the angle deck were
required and how to solve radiation hazzards involved
with the Harrier's Aden 30mm gun. Unfortunately, some
bureaucratic types in the NAVAIR organizartions thought
he idea foolish and made getting modifications completed
on time difficult. Fortunately, CNO had issued a message
at the start of the summer that he wanted to be informed
imediately of anything or anyone who was getting in the
way of completing the modifications by the goal date in
September. NAVAIR engineers determined that the steel
required be applied to protect Roosevelt's flight deck
would be too heavy to move the elevator up and down. My
position was that a heavy coating of "non skid" would be
sufficient. It turned out that my position was
correct and the Roosevelt deployed with enough non skid
to protect the deck open deployment.
The Aden 30 MM Gun Saga. The NAVAIR
position was that it was too dangerous to deploy
with the Aden 30mm guns as it was no HADHAZ safe
(Radiation Hazzards from the ship's radars) on the
flight deck. I was present at a meeting at
NAVAIR when this position was presented. It thought
it was rediculous to tell the Marines that they
couldn't use their 300mm gun (It's most effective
armament). I held a copy of
CNO's message up and asked the names of the people who I
should name as standing in the way of deploying the 30mm
gun. Noone stood up. IN the end, we came up with away
to load the 330mm gun pods withing the hull f the hip and
then bring them up to the flight deck as an all up
round. This solution worked although we had to cut a
hole in the side of the ship to test fire the gun from below
decks.
Athletic Activities
Tennis-
I was in pretty good physical shape
at the end of my RAF Bracknell tour. My grass court game
was in fine form achieved with matches with the RAF
Bracknell Tennis Team. My schedule at Airlant provided
room for paddle ball or tennis during lunch time and
jogging in the evening. I routinely ran a two mile
circuit from our house in Kempsville. Once a week, I ran
a 11/2 mile course. My goal was to run the 11/2 miles in
under 9 minutes (6 minute miles). I played racquet ball
quite a lot with LCDR Chuck Boehmer one of the NAEDO
officers in 521. He and his wife Judy were one of our
best friends during this tour.

VADM Michaelis
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One day, I received a note from Lcdr Kevin
Delaney. Aide and Flag Lt for VADM Michaelis,
that the Admiral wanted to know if I would be
his doubles partner that afternoon. Of
course, I said yes. VADM Michaelis was a
very serious player and I worked hard to be a
strong partner for him. We played often, a
once every couple of weeks. I got to know
Admiral Michaelis quite well and had the
opportunity to meet many of his Navy and
civilian friends. One of these Navy friends,
VADM Frank Kelso would become Commander Sixth
Fleet when I was deployed onboard USS Austin
LPD-4 in 1985 and CNO in 1990-1994. Knowing him
from the tennis court was very helpful when I
got into a bit of a jam when I was CO of the
Austin 1in 1985. But, that is a story for
another chapter.
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The O'day Day Sailor
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Following up on our positive
experience in sailing during our tour in
England, Laura, Heather and I went shopping for
a sailboat similar to the one we sailed in off
the coast of Cornwall. We found a great deal on
a 17ft O'Day day sailor with a red hull similar
to the one pictured bove. It came with a
mainsail and jib and a trailor to move it
around. It had a small cuddy in the bow area for
storage of sails and related gear. We named her
Anglophile.

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We were able to get a mooring for
Anglophile at the marina in Willoughby
Bay. It was well protected from
storms and gave us quick access to the
area we intended to do most of our
sailing; Hampton Roads inside of the
bridge.
The tides and currents were tricky in
Hampton Roads so we decided to stay
inside the bridge so we wouldn't get
caught in Chesapeake Bay if the wind
died or the current and tide precluded
us getting back.
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I
did two things to prepare myself for
sailing in Hampton Roads.
1. I began attending Power Squadron
meetings to learn about boating in the
local area. I took and passed
their small boat handling course.
2. I got myself a copy of
Chapman's Piloting & Seamanship
and read and reread it thoroughly.
Chapmans became an essential reference
for me throughout the rest of my Navy
career.
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The
Sylvester Chumly Affair-The girls and I thoroughly enjoyed
our sailing ventures in Hampton Roads.
We even learned how to almost surf the
Anglophile in waves in the vicinity of the
carrier piers. However, I had one sailing
experience that was a different matter. On
that day, I went sailing with our across the
street neighbor, Cdr. Sylevster
Chumly. Sylvester had never been
sailing. On a beautiful Saturday afternoon,
Sylvester and I loaded up with some
sandwiches and cold beer, found the
Anglophile and headed out into Hampton
Roads. We had lots of wind and a
favorable ebb tide so I decided that it
would be nice to sail through the bridge and
sail around a bit in the Chesapeake.
About mid afternoon though the winds died
and the tide was slack which meant we
wouldn't be able to cross back through the
bridge to our mooring until we had more wind
and a flood tide. So, prepared to stay out
there awhile, we broke out the sandwiches
and beer until the conditions improved. But
they didn't improve. they got worse. By mid
afternoon, nimbus clouds began to move into
the area indicating stormy weather ahead.
About 4:00, I glanced over to the Chesapeake
side of Willoughby Spit and saw a"Dirt
Devil" swirling vertically. We got our life
jackets on and I told Sylvester to lower the
main sail. He managed to get the sail about
halfway down when we were hit by a strong
gust of wind which blew us down; capsized.
In the process, Sylvester was thrown clear
of the boat about thirty feet away. We were
able to gt Anglophile righted, the mainsail
lowered and secured and a sea anchor
deployed. Then we were in for a wild ride.
The winds were about 40 kts. We were
experiencing driving rain and near zero
visibility. In about thirty minutes, it was
all over. We had been blown well into the
Chesapeake in the direction of
Yorktown. But the conditions were
good, we had about ten kts of wind from the
east and the tide was changing toward a
flood tide. We knew we were in for a
long trip but were confident that we could
make it before dark. Along the way, we were
offered a tow from a returning fisherman. We
declined. No self respecting sailor is going
to be towed in unless absolutely necessary.
We entered Willoughby Bay about
sunset. Mary had called the Coast
Guard to see if they had any news.
Apparently, many boats were lost in the
storm. The Coast Guard called Mary about
6:00 and reported that they had seen a red
hulled small sailboat in the western
Chesapeake on its way toward the bridge.
Sylvester and I broke out the gin when we
got back.

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"Rough Seas Make Good
Sailors"
This experience of weathering the storm by
righting Anglophile and quickly deploying
a sea anchor would benefit me later in my
Navy career. |
A story about a day sail with Laura in Duxbury
In
the summer of 1974, we took the
Anglophile to Duxbury,
Massachusetts to visit Mary's
family. Duxbury is located
south of Boston and north of
Plymouth.

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We
were able to
anchor the
Anglophile
just off the
coast of
Duxbury. We
kept the sails
and related
gear in the
cuddy without
concern that
anyone would
steal
anything. We
felt confident
that no one
would steal
boating gear
in a maritime
community.
Duxbury Bay
was a tidal
basin. At low
tide, the
Anglophile
would be
aground
resting on her
side. At high
tide, there
would be four
to five feet
of water under
the
centerboard.
So, we would
either swim
out to the
boat or take a
row boat out.
We would have
about six
hours of
sailing time
before it was
too shallow as
the tide
ebbed.
One day Laura and I went
sailing. It was a breezy day so
the sailing was great. We
were
practicing
coming about
somewhere
about where
the X is
indicated on
the photo
above. On one
of the
maneuvers, the
boom grazed
Laura's head
knocking her
glasses off
her head and
into the
water. They
were
prescription
glasses and
rather
expensive. I
knew we would
have to try to
find the
glasses. So, I
took a bearing
to a prominent
point on the
shoreline in
the harbor and
a second
bearing to
another
prominent
location about
a ninety
degree angle
from the first
point.
The next day,
at low tide,
we went to the
first point on
the shoreline
and walked out
on the sand in
the reverse
direction from
the first
bearing. Noone
expected that
we would find
the glasses
but we had to
try. I
actually
thought that
we had chance
if the
bearings were
accurate.
Sure enough,
when we
arrived at the
point where
the second
bearing line
matched up,
the glasses
were right
there on the
sand.
The arms of
the glasses
had remained
out from the
frame which
acted as an
anchor so the
glasses didn't
move much with
the tidal
changes.
Lessons Learned from
sailing Anglophile which were helpful Later
in my naval career when
I was the Executive Officer of USS
Saratoga CV-60 and Commanding
Officer of USS Austin LPD-4!

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1. Safely
handling a
vessel in bad
weather and
rough seas
2. Kedging- I
was able to
save
Anglophile
from damaging
the mast by
being swept
under the
bridge between
Hampton Roads
and Chesapeake
Bay during a
strong ebb
current.
I struck the
sails and
deployed my
light aluminum
Danforth
anchor. By
kedging
against the
anchor. I was
able to align
the day sailor
with the
current and
hold my
position
safely clear
of the bridge
until the ebb
tide
slackened.
This was a
valuable
lesson that
had
applications
as XO of
Saratoga and
CO Austin
which I will
describe later
in the
relevant
chapters.
3. The Austin
had
significant
structure
above a flight
deck that
acted like a
sail in strong
winds.
Understanding
the sail area
relative the
center of
gravity
(center of
lift) was very
helpful when
handling the
ship.
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Code 521 Social Life
Our Code 521 group was a close
group. We worked well together at the
office and enjoyed each others company
with our wives socially. RADM Faulders and
Captain Bill Finneran attended most
parties with their wives. Our parties were
very informal and sometimes surprisingly
risque. Once at a costume party, Admiral
Faulders wore a Roman type robe with a
Gold stripe sash simulating his wide
Admiral stripe. He asked Judy Boehmer if
she knew what Admirals wore when
streaking. He told her, "Whatever they
wanted to". Our close social relationships
helped keep things "cool" at work when we
were under stress.
RADM Faulders
RADM Faulders was an exceptional
individual. Sometimes staff officers are
criticized as not being able to "See the
Forrest for the Trees". RADM Faulers was
not one of those officers. An example; I
was in responsible at CNAL for monitoring
the process of cutting up some of our A7Bs
so that the manufacturer, LTV, could
produce the two seat TA7 by installing a
fuselage plug, a new canopy, and related
wiring etc. I was also responsible for the
configuration control of the two A7B
squadrons which were going on their final
deployment before transitioning to
A7Es. Their deployment to the
eastern Mediterranean meant that they
might get involved in a shooting war. As a
result, they were scheduled to get a very
effective but expensive electronic warfare
(EW) upgrade. Their A7Bs were scheduled
for the TA7 transition. I discussed the
need for this upgrade with RADM Fauders. I
mentioned that the EW upgrade was
necessary but that I was concerned that it
was not very cost effective. His response
to me was "Bo, f you were one of those A7B
pilots, would you want that upgrade when
the SA6 missiles were engaging
you?". We did the EW upgrade and
then cut up the A7Bs after deployment!
CNAL 521
Fitness Reports
This is the
first fitness report I
received as the A7
Class Desk Officer.
As you can see, it is
a complete disaster.
It was the first 5%
fitness report I
received in my naval
career.

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I really don't understand this
fitness report. I thought I was doing an excellent
job.
Certainly, I don't think I deserved a "pack minus"
report.
Perhaps it was because I was a 1300 aviator working
with a group primarily AEDOs (Aeronautical
Engineering Duty Officers).
The B command grade is especially concerning. I am
surprised that Captain Youngblade would sign this
without discussing it with me. I should have made a
statement (Blocks 80 and 81)
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This
is the second
(last) first
fitness report
I received as
the A7 Class
Desk Officer.
I wonder if
the command
select and
promotion
boards thought
that this one
made up for
the first one?

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This report is
certainly much better. But it is a one of one report
and doesn't show if I made progress in the group I
was compared to in the first report
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An
Interesting Flight
My flights during the month of December,
1974 changed the direction of my Navy
career. On December 5th, I flew a
VA-86 A7C aircraft from NAS Cecil to the
west coast for an interview Admiral
Maurice F. Weisner, Commander of the
Pacific Fleet in Hawaii. Admiral Weisner
had flown to San Diego to meet with me and
LCDR Brent Bennett about working as his
Aide and Flag Lieutenant.

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Admiral Weisner was
Commander of the Pacific Fleet
at the time of our interview.
Brent Bennett was a west coast
A7 pilot with combat experience
similar to mine. But,he was
nuclear qualified.
I was very flattered that I was
considered for the job but was
not expecting that I would get
it.
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I enjoyed the interview. How
could you not enjoy meeting a WW2 veteran
who had started the war as a surface
warfare officer, experienced his ship
being sunk, then went to flight school in
time to return to the war to sink a
Japanese destroyer. He had numerous
squadron commands and command of several
ships including the USS Coral Sea. He had
been a Commander of two carrier divisions.
My career goal was to be a Carrier Group
Commander. To do that, I would have to
make Admiral. But, I was in a fix. I
didn't want to do the Washington DC thing.
I wanted to stay operational. I needed to
learn from Admirals who had been operators
not politicians how to do that.
I returned o Norfolk to learn that Brent
Bennett had won the job. But I was
shocked to learn that I was being
interviewed for two jobs. VADM Howard E.
Greer was on Admiral Weisner's staff and
was due to rotate as VADM Michaelis relief
at COMNAVAITLANT in January 1975.
Apparently Admiral Weisner gave VADM Greer
a thumbs up on me and I was slated to be
VADM Greer's Aide and Flag Lieutenant.
Aide
and Flag
Lieutenant
(January 1975-February
1976)

VADM
Howard E. Greer
COMNAVAIRLANT
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VADM
Howard E. Greer was born in Tyler, Texas
November 21st, 1921, Graduated from the US
Naval Academy in 1943, In WW2 (1943), VADM
Greer served on the USS Princeton during the
Battles of Tarawa and the Philippines
He was designated a Naval Aviator in 1945
He served in numerous fighter squadrons
Commanded VF-64 from 1957-1958
Commanding Officer of USS Hancock CVA-19
Commander Carrier Group 10 onboard
USS Shangri-La CVA-38
Commander
Sixth Fleet
Commander Naval Air Reserve Force
Commander Carrier Division Three from
1972-1974 overseeing Operations Linebacker One
including the mining of Haiphong Harbor in the
fall of 1972
After COMNAVAIRLANT- Commander Seventh Fleet
Died November 23rd, 2015
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Lcdr
Robert S Smith
Aide
and Flag Lt.
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I relieved Kevin Delaney as the
Admiral's Aide sometime in January, 1975.
In addition to me, the office staff
consisted of Cdr. John Pagonelli who was
the Flag Secretary, a very sharp Third
Class female Yeoman (The Admiral's
Yeoman), an E3/E4 who was the Admiral's
driver, and another enlistedman who was
basically a"gofer". The Admiral's
speechwriter, Cdr. John Barry was also a
member of the staff but he worked out of
another office.
When someone entered the office they faced
the Admiral's Yeoman's desk. To the left
was my desk next to the Admiral's office
door. John Paganelli's desk was off
to the right. The driver and "gofer" hung
out in another space next to the main
office. There was a nice quest chair in
front of my desk. There were several other
guest chairs next to the wall in front of
John Paganeli's desk. John's primary job
was to research questions asked by the
admiral and coordinate the admiral's
schedule with the Admiral's Yeoman and
John Barry, the speech writer. My job was
to accompany the admiral when he left the
building, attend to personal items he
asked me to take care of including running
interference with his wife Suzanne, and to
accompany him on all of his trips to the
various COMNAVAIRLANT activities.

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Admiral
Greer and his wife Suzanne lived in
the Connecticut House which was one
of the stately houses on Admirals
Row on Dilingham Blvd on the Naval
Station. In those days, the Navy
authorized flag officers to have
"stewards" assigned to help out at
the official quarters. The stewards
cleaned the house, cooked and served
the meals, and worked on the
grounds. VADM Greer was very
interested in flowers, bushes, and
trees so he kept the stewards busy
with grounds upgrades and
maintenance. Most
of the
stewards were
from the
Philippines.
I would
regularly stop
by and see if
Suzane had any
problems that
I could help
her with. I was also
expected to be
by the admiral's
side during
all official
functions at
the house.
This was a
challenging
task as I had
to get to know the
regular guests
well enough to
know their
"peculiarities".
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Admiral Greer
and Me
My relationship with Admiral
Greer was outstanding. One of
the first things he told me was
that my role didn't involve
stuff like handling bags. The
driver or the "gofer" would take
care of that sort of stuff. I
would be carrying his briefcase
so that he could be return
salutes and handshakes
etc. In addition, he knew
that
I had been
selected to
command an A7
squadron
following this
tour. He tried
to make sure
that I had
time to fly
the A7s at
Cecil field as
often as
possible.
January 1975-
I flew 4 flights (8.4 flight
hours)
January
27th- VC-2 in
Norfolk flew
me to Cecil in
a a TA4
January
27th- I flew a
VA-82 A7C from
Cecil to NBE
January
30th- I flew
that same
VA-82 A7C back
from NBE to
Cecil
(Probably a
weekend cross
country!
January
30th- VA-45
flew me back
to Norfolk in
a TA4.
I didn't get any flight time in
February, March or, April. I was
very busy getting to know how to
do my responsibilities as the
Aide and Flag Lieutenant
May 1975- I flew four
flights (12.1 flight
hours)
May 15th- I flew a VA-105
A7E from Oceana to Cecil.
May 18th- I flew a VA-46
A7E from Cecil to Oceana
May 22nd- I
logged 4 hours (2.0 first
pilot time. 2.0 hours co-pilot
time) in a VP-10 P3B from NAS
Keflavik, Iceland to NAS Rota
Spain (see below)
May 29th- I flew a VA-174
A7C on a local flight at from
NAS Oceana
My
First Major Trip with
Admiral Greer
Admiral Greer made two trips to
visit the bases that supported
Airlant P3 squadrons when on
deployment. These bases were In;
Keflavik, Iceland, Rota, Spain,
and Sigonella, Sicily. The
Airlant P3 squadrons were home
based in Brunswick, Maine, and
Jacksonville, Florida. One of
the home based P3 squadrons
provided an aircraft and flight
crew for these trips. The P3 for
this first trip in May, 1975 was
provided by VP-10 based in
Brunswick. The aircraft picked
up our party at NAS Norfolk for
the trip. I don't remember
everyone who made up our party
besides the Admiral and me;
probably a aircraft maintenance
officer, a supply and logistics
expert, someone representing
facilities maintenance, our
driver or the "gofer", and
possible Cdr. Barry, the
speechwriter. We also had
a friend of the Admirals with
us. His first name was Paul and
he was from California and was
an expert in landscape
architecture.
Our first
stop was
Keflavic,
Iceland
We
left Norfolk
early in the
morning in
order to land
at NAS
Keflavik at
about noon. My
normal role
during the
flight was to
be near the
admiral so
that I could
go get a
member of the
party that
Admiral Greer
wanted to talk
to or be close
enough to give
him his second
brief case of
reading
material if he
asked for
it.
Admiral Greer
used the time
airborne
between stops
to get
acquainted
with the
briefing
materials
provided by
the staff for
the next stop
and get caught
up on other
reading. I
tried to sit
opposite the
admiral in an
adjacent row
so he could
see me and I
could watch
him as he
processed the
reference
material.
Admiral Greer
had the unique
ability to get
through his
briefing
materials very
quickly but
able to retain
details from
the
material.
This was a
skill set I
wanted to
learn from
observing him.
Keflavik,
Iceland is located on
a peninsula in
farthest part of
southwestern
Iceland. The
capital city of
Iceland, Reykjavik, is
located about 30 miles
(48 km) by road
northeast of Keflavik.
It's about a 45 minute
drive.

NAS
Keflavik
airfield and
support
facilities
|

|
In
the 1970s and
1980s the Navy
had a P3
squadron
continuously
deployed to
Keflavik. I
think that the
squadrons
rotated their
deployments
every four
months or so.
The primary
mission for
the The P3
Orion at that
time was anti
submarine
warfare (ASW).
Their primary
area of
operations
when based at
Keflavik was
the area of
the North
Atlantic between Iceland and Northern
Scotland known as the Iceland/UK Gap.
The area was the primary route that
Soviet Union's Yankee Class ballistic
missile submarines used to transit
from their home waters In the Barents
Sea through the Norwegian Sea to the
North Atlantic Ocean.The P3s also had to
cover the gap between Iceland and
Greenland in case the Russian SSBNs
tried to use that route. Keeping track
of these nuclear powered and nuclear
tipped ballistic missiles was one of our
most critical Missions.
The purpose of Admiral Greer's visit was
to meet with the Navy Flag Officer
onboard NAS Keflavik, RADM Rich who had
a background in the P3 Orion and Anti
Submarine Warfare. While Admiral Greer
was meeting with RADM Rich, the aircraft
maintenance, supply, logistics, and
facilities people in our party met with
their counter parts on the base. It was
a short visit taking only a little
longer than it took to refuel our P3.
The Admiral stopped to talk to the
Commanding Officer and a group of pilots
and enlisted personnel from the deployed
P3 squadron on his way to the aircraft.
I accompanied the admiral during his
visit. After only about two hours on the
ground in Keflavik, we were "wheels Up"
and on our way to Rota.
Next stop was
Rota, Spain