This update also includes a
description of the memorial brick I am
proposing to represent VA-15 Circa 1966/67
at the POW/MIA Museum and Memorial which
is located at the Cecil Commerce Center
(the old Cecil Field) in Jacksonville,
Florida
VA-15 Circa
1967 Began When the Magic Carpet
Flight Arrived at NAS Cecil from Cubi
Point about October 22nd, 1966
There was quite a crowd of wives,
children, girlfriends, and various friends
that celebrated our magic carpet flight back
home. Most of the VALions walked off the
airplane. A few were carried. The flight
attendants had kept the champagne and other
drinks coming all the way home. We all went
on basket leave various places for a few
weeks. Many of us had to be back in Mayport
to meet the ship in late November to
fly our aircraft back to Cecil.
Mary, Heather, Laura and
I spent some time in Ridgewood with my
family and in Duxbury with Mary's
family. Heather was almost three,
Laura almost two. It was the first
time since I started flight training fours years
earlier that I was able to spend any time at
home. We had a lot of catching up to
do.
Intrepid arrived in
Mayport about November 19th or 20th. I
think the ship craned our aircraft
off. My log book shows that I
flew A4B 145001 from Mayport to Cecil on
November 21st. We took a brief break
for Thanksgiving and then got back to
business.
I flew four TF9 Cougar
instrument flights with VA-45 (November 29th
and 30th, and December 1st and 2nd) to renew
my instrument card.
The
December Flight Schedule
I flew 14 A4 flights
in December. The squadron began
flying A4Bs in instrument round robins
and weapons training flights.
Instrument round robins were flights that we
flew solo or in section where we followed a
flight plan to another airfield, flew a
TACAN approach and a GCA and then refilled
back to Cecil when we completed the
approach. This procedure had a fatal
flaw. If you had a radio failure and were
flying solo, you were required to land at
the airfield. Normally, the squadron
didn't actually file a flight plan so the
destination airport didn't know we were
coming. This produced a very humorous
but almost dangerous situation on one
flight.
Possum's famous
instrument round robin flight and my
flight to rescue him!
On December 5th,
1966 Possum flew a solo round robin
flight to Turner Air Force Base, a
B-52 Strategic Air Command (SAC) Base
in Albany, Georgia. He had a radio
failure enroute so was forced to land.
The squadron had not forwarded his
flight plan so the Air Force folks
were unaware he was planning to
land. As a SAC base, security
was especially strict. Possum
had not brought his wallet with him
(wallets get sweaty in flight suit
pockets).
|
Possum had his name tag on his
flight suit saying he was LCDR
Jerry Terrell. He was flying
aircraft 305 with his name on it
(he was Rocket #5, the 5th senior
pilot in the squadron)
The folks at Turner AFB were not
impressed! They let him call the
squadron. Possum claims they
kept him "spread eagled" and under
guard near his airplane.
But, I think it was more likely,
they kept him
in base ops once the squadron
verified his story.
|
I was called to
the ready room and was directed to get
an aircraft and file a flight plan
(the flight was not on the published
flight schedule) to go rescue my
flight leader. Just to be safe,
I found Possum's wallet in his locker
and brought his and my ID cards along
with me. I took off about noon. The
weather was clear but a bit cool. It
took me an hour to get to the
base. The first question they
asked me was whether it was my name on
my aircraft. I guess Possum
almost convinced the Air Force guys
that navy pilots only flew aircraft
with their name on it. They were
hesitant to let Possum take off with
an inoperative radio. But Possum had a
special instrument card which allows
navy pilots to authorize their own
flight plans.
We manned and
started our aircraft. We used a
start cart which provides electrical
power and compressed air to start the
aircraft. In the changeover from
the electrical power of the start cart
to my aircraft's own power, there was
a power interrupt which caused my ADI
(Attitude Direction Indicator) to
fail. As a result, my only
attitude indication was the yaw/slip
needle. But the weather was still
clear so I decided to take off. My
radio was fine.
But, when we
approached Cecil, the air temperature
had decreased to the dew point which
resulted in a low cloud layer over the
base. I decided to shoot a TACAN
approach which would allow me to
descend through the clouds partial
panel. Partial panel approaches
are challenging but we practiced them
in simulator and I felt comfortable
descending below the clouds and
limiting any turns by flying a
straight path toward the base.
The situation became more complicated
when we were south of Cecil at about
10,000 feet when Dave Parsons showed
up with a radio failure. I probably
should have declared an emergency at
this point. But, I decided to
make the approach with Possum on one
wing and Dave on the other. I
didn't inform either of them with hand
signals that I had an ADI failure.
What could they do about it
anyway? We made it safely
through the clouds and leveled off at
500 feet above the ground about 15
miles south of the field. When
we we had the field in sight, I gave
them each the 'Kiss Off" signal and
they landed, one on runway 36 Left,
the other on 36 Right. I made a
low altitude VFR turn to the downwind
directly over the Navy Exchange; 500
feet is only 100 feet lower than the
standard carrier downwind altitude.
I landed safely
and taxied back to the squadron
ramp. It was about 1700 (5:00
pm) so we decided to debrief the
flight at the Rocket 17 bar at the BOQ
(Bachelors Officers Quarters).
Once we had or beers (or more probably
martinis), I told Possum and Dave the
facts. This wasn't the last time
that I waited to tell "the rest of the
story" to Possum at a more appropriate
time after a flight. More about
that later.
Christmas/New
Year's Holiday party at the
NAS Jacksonville Officer's
Club
We had a
Christmas/New Year's Holiday party at
the NAS Jacksonville Officer's
Club on a Saturday night sometime
between Christmas and New Year's
Eve. It was a perfect
opportunity to celebrate our
squadron's very successful 1966
deployment and to reorient ourselves
for the challenges ahead in
1967. Unfortunately, I don't
have any pictures taken at this party.
It was a chance to say farewell to the
squadron officers who were leaving:
LCDR Bill Butler-
Bolter went on to other things but
stayed in contact with the squadron
attending squadron reunions regularly.
Lt Dave North (our JO mentor)- I don't
know if Dave had another Navy tour
before he got out of the Navy. But,
when he left the Navy, he began to
write for the magazine "Aviation Week
and Space Technology" which was the
best magazine of its kind in the
world. Everyone read it; including the
Russians and Chinese. Dave
became an editor and the finally the
Editor in Chief; a major major (this
is not a typo) accomplishment!
Dave also continued to be an active
participant in squadron reunions until
his death in 2021.
John Hawthorne (the AI)- I have no
idea where John went after VA-15.
I don't recall a change of command,
but in there somewhere after the
deployment, CDR Gracy left the
squadron. The Executive Officer
(XO) Cdr Ike Jones "fleeted up"
to be the new Commanding
Officer. I don't know where Cdr
Gracey went after leaving the
squadron. Our new Executive
Officer, was Cdr Jim Snyder.
AOM (All Officers Meeting)
Sunday morning after the Holiday
Party
All VALion
officers received a call early
Sunday morning to report as soon
as possible to the ready room in
the hangar at Cecil. No details
were given. Once we were all
there, we were informed that CDR
Jones had committed suicide at his
home after the party. No
reasons were given. None
have since been made
publicly. I have no actual
knowledge but heard that he was
depressed because he had cancer
and would miss his CO tour.
Cdr Snyder would remain as XO and
we would get a new CO, Cdr Kelly
Carr. I think Cdr Carr reported
sometime in January.
January
1967- Big Changes
From
the Intrepid 1967 Cruise
Book
|
Transition
from A4Bs to A4Cs
Illustration by Scott Brown of
Bullseye Model Aviation
|
In the new CAG 10 squadron
mix, we were scheduled to
have 200 series aircraft
numbers. The 200 series
tail number is usually for
a fighter and the color is
usually yellow. We
decided that our version
of yellow would be gold
and we would paint our
aircraft rudders gold with
some black.
As a result, we were known
in the air wing as
the "Gold Tails" !
|
|
Instead
of the traditional Valion
decal, we designed a
Disneyish Lion in black
with a gold background. |
Toward
the end of December, we began
transferring our A4Bs and began
receiving A4Cs. In December, I
flew 5 A4C flights and 9 A4B
flights. In January, I flew 8
A4C flights and my last 3
flights in the A4B. The A4Cs
were a significant
upgrade. Instead on the
one black on black ADI (Attitude
Direction Indicator) in the A4B,
our A4Cs had a larger white over
black ADI and a smaller
backup ADI which was black over
black. This made night and
actual instrument flying much
safer.
Our new A4Cs also had the
Electronic Counter Measures
(ECM) equipment (APR 25/APR
27, ALQ 51) that we would need
to accomplish our mission on
our next Vietnam deployment.
One of our two 20mm guns was
removed to accommodate the EW
equipment. We were scheduled
to be the primary air wing
Iron Hand (anti SAM) squadron.
To do that mission, we would
need the ECM equipment to
receive and identify
acquisition, search, fire
control AAA conical scan radar
signals and Fansong SAM
radars. We also had the
capability to deploy Chaff.
Note: Chaff consisted of
strips of aluminum foil cut to
different lengths to reflect
enemy radar signals.
Chaff had been around a long
time but it had the potential
to be effective against the
threats we would face in 1967
over North Vietnam.
Model of
our VA-15 Gold Tail
with a AGM-45 Shrike
missile on the left
wing weapons station
All my
flights in January
were MK 76 practice
bomb delivery flights.
Light Attack Wing Bombing
Derby
It was
traditional to have a Light Attack Wing
One annual bombing derby in January. I
don't know if Light Attack Wing One
(LATWING One) was established yet at
Cecil. But, in January 1967, all the
A4 squadrons at Cecil participated in a
bombing derby. There were two pilots at
Cecil that were neck and neck to receive
the "Best Bomber" trophy; both in
VA-15. LCDR Possum Terrell (Rocket
5) and Ltjg Gene Atkinson (Rocket 18, our
junior JO pilot). Possum provided at
difficult challenge with a CEP (closest
error possible or median miss distance) of
an incredible 25ft or so. (The fleet
average was about 100 ft). Ltjg
Atkinson's CEP was zero, zilch- six out of
six Bulls Eyes
|
The LATWING One Bombing
Derby Best Bomber in
January 1967 was Ltjg Gene
"Wimpy" Atkinson of VA-15 |
.
Note: Possum and I would both
win this competition in A7
Corsairs in later years when
Possum was CO of VA-174 and
I would win it in 1978 when I
was CO of VA-15. It was
different for Possum and me as
we were using the A7E inertial
Navigation system and heads up
display for our bombing! Of
course, our respective
maintenance folks made sure that
we had the most accurate systems
in our airplanes.
Job Changes
It is
traditional that in a typical two year
tour in a squadron, a pilot would have
two collateral duty assignments;
one for a year; another for the second
year. January was the best time to
make these changes. I left my
Aircraft Division job working for
Jerry Tuttle and moved upstairs
(literally from an office on the
bottom deck of the hangar where all
the maintenance shops were to the
Operations Department on the second
deck of the hangar where the ready
room and the administrative and
operations offices were located. My
new boss was Pete Schoeffel, the
Operations Officer. My new job was the
Weapons Training Officer (WTO).
The WTO was
responsible for pilot nuclear weapons
and loading training as well as the
conventional weapons delivery misions
in the squadron training plan (flight
schedule). Pete had written a
detailed training plan during the
transit from the Tonkin Gulf back to
Mayport (he was assigned as the senior
CAG 10 representative). So, that part
of my new job was pretty much a done
deal. We did the required number
of nuclear weapons loading exercises
and flew some profile flights. But
that was about it for nuclear weapons
part of my job.
My biggest responsibility was to
design the electronic warfare and anti
AAA/SAM tactics we would use on cruise
and create a training plan to ensure
that we would be prepared to execute
that mission when we arrived on Yankee
Station in June. I would also
work with Jerry Tuttle, Bob Chaney and
our new Avionics Officer, CWO
Pilkington in the Maintenance
Department to make sure that our new
ECM equipment would be as reliable as
possible. It was critical that
the pilots flying the bombing and Iron
Hand missions have absolute confidence
that the ECM equipment would be
effective.
Another important job change was
Miller Detrick moving from the Line
Division to Operations as the Flight
Officer. The Flight Officer
writes the daily flight schedule which
is approved by the Ops Officer and
signed by the Commanding Officer. The
Flight Officer can be a very political
position as every pilot wants at least
equal if not more than equal flight
time and carrier landings.
New Officers in 1967
Commanding
Officer
|
Executive
Officer
|
New Heavies
LCDR
Paul McCarthy
|
LCDR
Ron Gibson
|
New Junior Officers
Lt
Steve Smith
|
Lt
Tony Isger
|
Ltjg
Keith Strickland
|
Ltjg
Ron Gerard
|
Note:
Steve Smith was new to our
squadron but had a previous
Vietnam deployment in VA-12
in 1966 aboard the USS
Roosevelt (CVA42).
Tony Isger, Keith
Strickland, and Ron Gerard
all came form the A4
Training Squadron (VA-44);
Tony transitioned from S2Fs
and Keith transitioned from
helicopters.. Ron was a
"nugget" (VA-15 was his
first squadron) from the
training command.
New Ground Officer
|
Chief
Warrant Officer
Pilkington- Avionics |
All
the photo is from the USS Intrepid's
1967 Cruise Book
February 1967
I flew only 12
flights in February. Most of them were
bombing flights both day and night with a
couple of live 6 Mk 81 250# (two TERS)
flights to Pinecastle Target.
I flew one cross country at night from
Cecil to Andrews AFB on February 15th
returning in the evening the next day,
February 16th. I think I spent the day
(February 16th) looking at my records at
the Bureau of Naval Personnel. I really
don't know why I did that but I
expect that someone advised me that it was
a good idea to check your records on
occasion. This was the first of only two
days in my entire 28 year navy career that
I spent in Washington. I consider
that to be a highlight in my career
although it might have not been a benefit
when my record was reviewed for Flag rank.
Tuttle
versus Gerard (actually visa versa)
I'm not
sure whether this occurred in March,
but it is very likely it did.
Ron Gerard was flying as Jerry
Tuttle's wing man on a flight that
required some formation flying (as
most flights did). Ron Gerard
was executing a rendezvous (a join
up for you air force types).
To rendezvous on another aircraft,
you get inside the turn of the lead
aircraft and while keeping the lead
visually on the horizon and with
some closure speed, the geometry of
the situation will allow you to
close the distance in a controlled
fashion. As you get close to the
other aircraft, you fly your
aircraft a little below the lead's
altitude and as you slide
underneath, you control your excess
airspeed to decrease so you slide in
to the echelon wing position.
In this case, that did not
occur. Ron's Skyhawk collided
with Jerry Tuttle's aircraft badly
damaging both planes. Ron's
aircraft was uncontrollable so he
ejected shortly after the
collision. Jerry Tuttle
attempted to get his plane under
control but it was a futile effort as
most of Jerry' Tuttle's left wing wing
was missing. He lost several
thousand feet of altitude during his
attempt to regain control and ended up
ejecting well below Ron. As they
were both descending in their
parachutes toward Earth, Ron was
closing on Jerry Tuttle for the second
time. Ron weighed about 200 lbs
while Jerry Tuttle was about 150
soaking wet. They nearly collided
again as Ron passed Jerry on the way
down. Ron looked over and
noticed Jerry Tuttle checking his
watch. I guess Jerry Tuttle was
gathering data for the accident
board. Luckily,
both were uninjured and were back
flying the next day.
It
was time to have another squadron
party and it was a great one!
All of our
new officers had checked in and our
underway training was only weeks away
so it was time to have a
party. I don't remember who came
up with the idea of an auto rally type
scavenger hunt designed to end up at a
barn type dance hall, but it was a
great one! We met somewhere, perhaps
the Cecil BOQ Rocket 17 bar to
pick up the first clue and get
underway with an assigned navigator,
someone other than your wife.
The idea was to drive to the first
check point, pick up the 2nd clue and
drive to the 2nd check point
etc. After a few check points,
you would arrive at the final
destination which was the square
dancing barn. I
think we started at the BOQ about 1930
(7:30 pm). The instructions read that
if you had not arrived at the final
destination (description not given) by
2100 (9:00 pm), you should call a
phone number. There were
numerous couples who got lost??
The new CO, Cdr
Kelly Carr and his wife
Pat on the right
(new guy Ltjg Ron Gerard on
the left
|
The
new XO, Cdr Jim Snyder and
his wife Joanne
|
LCDR
Possum Terrell and his wife
Sarah
|
LCDR
Moon Moreau talking to
Miller Detrick's wife Connie
|
Bob
Hamel and his wife Lynn
|
John
Newman and his first wife
|
Group
square dance; that's Dick Nolte
dancing with someone's wife
|
New guy
Ltjg Keith Strickland and his wife
Marce
|
New guy
Ltjg Steve Smith
|
March 1967
The first part
of March was devoted primarily to getting
ready for our first underway type training
period on board Intrepid in the middle of
the month. We flew some weapons
flights but most flights involved doing
day and night field carrier landing
practice (FCLP) at nearby NAAF (Navy
Auxiliary Air Field) Whitehouse.
In those days, some air wings were located
at Cecil. That was the case with
Airwing Ten. The CAG 10 LSO,
LCDR Fred Hoerner who still flew mostly
with VA-15 was present for most of the
FCLP sessions at Whitehouse.
The CAG 10 squadrons based on the
east coast were VAW 121s E1B Trackers
based at NAS Nofolk, VAQ 33 Det 11s AD5Qs
at NAS Jacksonville, and VA-15 and our
"sister" A4C squadron VA-34 at
Cecil. I don't know how CAG 10
handled the FCLPs for the west coast
squadrons (VSF-3 A4Cs, VA-145 Spads
based at NAS Alameda, VF-111 Det 11s
F8Cs and VFP-63 Det 11's RF-8s based at
NAS Miramar). COMVAVAIRPAC
(Commander Naval Air Pacific) probably
assisted with those squadrons. The
primary emphasis for us and VA-34 was to
make sure the new guys were ready.
The rest of us only had about one day FCLP
session at Cecil and three night FCLP
sessions at Whitehouse Field.
I actually had one very close call during
one of my night FCLP flights to
Whitehouse. The outside air
temperature was close to the dew point so
there was a good chance that fog would
form. The normal procedure was that Cecil
would keep the LSOs at Whithouse up to
speed with the dew point spread so that if
it got close, they would send the aircraft
back to Cecil before the field became
"socked in" (weather too bad to
land). I happened to be on deck at
Whitehouse getting some fuel when the
decision to return to Cecil was made. In
my rush to get airborne, I didn't do my
check list thoroughly and I made my take
off roll with my flaps up. When I
got to rotation speed for take off,
nothing happened. Luckily, I determined
that my flaps were up (by the feel of the
aircraft not the flap guage), and lowered
my flaps (to 1/2) in time to get airborne
before the end of the runway. Close
call. I've never told this story
before!.
Our First
Underway Training Period
Our first
underway training period only lasted 10
days from March 15th through March 25th. I
flew only 7 flights during our first
underway period. Most of those flights
concentrated on practicing the CAG 10 and
Intrepid daytime VFR operating
procedures. I logged only .3 night
hours with two "pinky" night landings
during the first underway period.
"Pinky" landings are twilight landings
which are technically after sunset but
with still a visible horizon
available. The west coast squadrons
stayed on the west coast for the first
underway period because their deployment
actually started once they moved to the
east coast.
April 1967
My
AGM-45 Shrike ARM
(Anti-Radiation Missile) and
Practice Firing at NAF China
Lake and NAS Point Magu,
California Trip
|
|
On April
9th I flew A4C #147670 to China Lake
with a fuel stop at Shepherd Air Force
Base in Wichita Falls, Texas. For the
next two days (April 10th and 11th), I
received training in basic electronic
warfare from personnel (especially the
EW "guru" Jud Smith; see Note below)
at the Naval Air Weapons Station at
China Lake. I learned how to use our
A4C electronic warfare equipment to
identify acquisition radars (low PRF
low scan rate), AAA "conicl scan"
acquisition and tracking high PRF
(Pulse Repetition Frequency), S Band
conical scan radars such as
Firecan/Flapwheel systems, and the
Fansong E Band SAM control radar with
its distinctive raster scan. I
was provided with a set of tapes to
use for training our pilots to be able
to identify these types of radars in
the North Vietnam defense system. On
April 12th, I flew to NAS Point Magu,
California to be briefed on the AGM-45
Shrike missile at the Naval Missile
Development Center there. We
also went over the procedures we would
use for my scheduled test firing of a
Shrike the next day at the China Lake
Electronic Warfare range.
|
AGM-45
Shrike missile
|
Note; It
turned out that Jud Smith was an
amateur Geologist and knew a lot about
the history placer god mining and
silver mining in the mountains in the
background of the image on the left. I
was interested in learning more (my BA
degree from Cornell was a BA in
Geology). Jud Smih nd I managed to
find some time for an afternoon field
trip.
On the morning of April 13th, I took
off from NAS Pt. Magu and flew back to
China Lake. After landing, a
Shrike missile was loaded on my
aircraft and I took off and made eight
simulated firing runs against a
conical scan fire control radar
similar to the Russian built
Firecan/Flapwheel AAA radars. After I
landed from that flight, we conducted
a briefing for my Shrike firing test
on the range. My AGM 45 Shrike scored
a direct hit on the target.
Naval
Air Weapons Station
China Lake
|
S Band
Conical Scan Target
|
The next
day (April 14th), I flew A4C #147670
back from China Lake to Cecil with one
fuel stop (This flight is not in my
log book for some reason). This
trip to China Lake and Pt. Magu for
electronic warfare training and the
Shrike firing test were essential for
me to be able conduct the training for
our squadron pilots in the electronic
warfare skills; especially essential
for Iron Hand pilots.
During our transit from Norfolk to the
Tonkin Gulf, I conducted the EW
training of the squadron pilots that
we would need as Iron Hand and as
bomber pilots to recognize the EW
environment we would be flying in.
Each pilot would spend hours studying
the tapes I got at China Lake.
We would also develop the Iron Hand
tactics we tactics we would
successfully use as the air wing Iron
Hand "experts"during our deployment. I
will describe these tactics in detail
later on in this chapter.
|
On pages 227 and 228 of his
book "Bloody Sixteen, Peter
Fey expounds on the
expertise of Lt Dave "Rock"
Hodges of VA-164 as the CAG
Sixteen Iron Hand expert.
His description of Rock
Hodges' talents accurately
describes the knowledge and
tactics hopefully used by
anyone who had had the China
Lake Shrike and EW training
at China Lake.
I would hope that the Navy
routinely sent any pilot who
would be in charge of Iron
Hand mission planning to
this training.
|
Our
Second
Underway Training Period
Our second
underway training was from April 17th
through April 25th. I think the west coast
squadrons may have come east for that one
to get some flying with the rest of the
air wing before we deployed on May 10th.
I flew 12 flights during that period. I
recorded my 200th landing (trap) on the
Intrepid on April 17th. One of my
flights was a AGM 45 Shrike training
mission. We had "captive" Shrikes on
board for these training missions.
An Interesting
Night Flight
I was
flying a night flight with the XO, CDR
Snyder. It was about 0100 (1:00am)
when we were about to return to the
area of the ship called Marshal to set
up a holding pattern at individual
altitudes to initiate our instrument
approach to the ship. It was on
his wing, when he appeared to
accelerate ahead of me. It was
too early for us to split up so I
added power to catch up. Even at
full throttle (power), I couldn't
catch up with him so I gave up and
turned toward Marshall on my own.
I was heading toward the ship
observing how spectacular the stars
were. To add to the magic, St. Elmo's
Fire (you can Goggle it) was
flickering around my canopy when I
heard a voice in my head:
"
Isn't this a beautiful universe I
created"
After the
LSO debriefed our passes in the ready
room, I asked CDR Snyder why he
accelerated ahead of me. He replied,
"I didn't accelerate, all of a sudden
you just accelerated ahead of me" so I
went to Marshall. After we discussed
it a bit more, we decided that I had
experienced autokinesis.
Autokinesis occurs at night if you
stare at a single point of light ((a
star or planet) for long enough, it
will appear to move. It turns out that
I tried to fly wing on a star.
We flew off
from the boat (naval aviators refer to the
carrier as the boat rather than the
ship) on April 25th.
We would have
only 13 days before we would fly to
Norfolk to load our aircraft on board
Intrepid for deployment; not enough time
for a quick trip to the Bahamas this time
around. We used the time to get our
stuff together with our families for the
seven month deployment.
Mary, Heather, and Laura would spend some
of that time with Mary's family in
Duxbury!
|
Our
Second Deployment
|
Note: USS Intrepid was officially a CVS
during our deployment; although we didn't
have any aircraft assets to find or attack
a submarine. Our deck load was designed to
provide the maximum power projection punch
we could; hence three A4C Skyhawk
squadrons versus the two A4E squadrons
embarked on in the other Yankee Station
carriers. Please pardon my inconsistency
in referring to Intrepid as a CVA or CV.
I'll make those corrections when I can.
Photo
from Intrepid's 1967 Cruise
Book
|
Instead
of flying our aircraft on board
Intrepid after they got
underway, we flew our aircraft
from Cecil Field to NAS Norfolk
on May 9th to be loaded aboard
the ship.
After all the air wing aircraft
were loaded on board, the ship
got underway for our 31
day12,000 mile transit to Cubi
Point in the Philippines.
Intrepid
left Norfolk May 11th,
1967
|
Photo from
Intrepid's 1967 Cruise
Book
|
Shortly
after getting on board, we
learned that the Intrepid had
been awarded the CONAVAIRLANT
Battle Efficiency Award for our
1966 deployment.
VA-15 had been awarded a
Meritorious Unit Citation for
our participation in our first
Vietnam deployment.
|
The new CAG 10 / USS
Intrepid squadrons for the second
deployment
CAG
Burrows "Eatrthquake" and
his staff brought their
experience from the first
cruise with them for the
second deployment
|
CAG's
plane with the gold tail
cap, rainbow rudder, our
VA-15 "Gold Tails" logo
and fancy fuel tanks
|
|
LCDR Fred Hoerner CAG 10 LSO
flew regularly with VA-15 as
he did last cruise.
His name was
temporarily added to
aircraft 205 (Possum's
aircraft) shown here.
The
CAG 10
Operations
Officer,
flew with "Brand
X", VA-34
|
As
we were scheduled to fly most of
our missions from Yankee Station
on this deployment, there was a
significant change in our air wing
squadrons. This time we had three
A4 squadrons instead of two and
only one Spad squadron. The Spad
squadron would primarily fly
RESCAP missions. To provide
some fighter capability, we would
have a detachment of four F8C
Crusader aircraft for the TARCAP
mission. We would also have
a detachment of three RF8
Crusaders to provide a photo
reconnaissance capability.
In addition, we would have a
detachment of AD5Q Spad electronic
warfare support aircraft (Queer
Spads) and a detachment of E1B
airborne early warning aircraft to
provide coordination with the
Yankee Station Air Defense ship
(PIRAZ), and BARCAP aircraft in
support to our TARCAP F8s.
The ship would have a SAR helo
detachment and a Carrier Onboard
Delivery (COD) aircraft.
The Fighter
Mission
The Sundowners of VF-111
Det 11 had four F8C
Crusader aircraft for
the TARCAP mission. Lcdr
Foster "Tooter" Teague was
part of the VF-111 Sundowners
of CAG 16 on the Oriskany on
their summer 1966 deployment.
Having
returned to the states after
the Oriskany fire in October,
"Tooter had a quick turnaround
as our fighter detachment OIC
(Officer in Charge) on
Intrepid.
|
On pages 144 and 145 his
book "Bloody Sixteen, Peter
Fey describes an exciting
flight "Tooter" had flying
escort for a RF8 mission over
Haiphong.
The Sundowners flew a lot of
TARCAP during 1966 as as the
Coral Sea had F4 Phantoms for
the BARCAP/MIGCAP MISSIONS.
Fey also mentioned that
"Tooter" was well known among
pilots in CAG 16 for his
antics on liberty.
|
A
significant addition to our
capability for this deployment
were the Sundowners of VF-111 Det
11 of four F8C Crusader aircraft
for the TARCAP mission. They
were home based at NAS
Miramar, California. They
had three infamous pilots; the
Detachment Officer in Charge, LCDR
"Tooter" Teague, Lt Tony Nargi,
and Lt Joe Satrapa and one not so
infamous pilot, Ltjg Rick Wenzel.
Four
pilots, four aircraft; so they
each had their name on an F8.
These guys were the best the
fighter community could have given
us with the best aircraft for the
TARCAP mission. They stayed
with the strike group and were not
drawn away by PIRAZ (Air Defence
Coordination Ship) or by the
temptation to leave us in a search
for a MIG kill. One of them,
"Tooter"was shot down on August
12th by AAA or a SAM during our
second line period but was
rescued.
The Attack
Mission
We
had three light attack A4C
Skyhawk squadrons
The
VSF -3 (Aintisubmarine Fighter
Squadron) Chessmen were home
based at NAS Alameda, California
and flew the A4C Skyhawk.
VSF squadrons were created to fly
the fighter mission on ASW
(Antisubmarine Aircraft Carriers
(CVS).
They were added to our air wing to
primarily fly as bomber aircraft
in major strikes and to conduct
road reconnaissance flights and
section and division level strikes
on targets close to the coast.
They flew
A4C aircraft
configured like ours
with updated
electronic
countermeasures
equipment. Project
Shoehorn
installed the
APR- 25
and the ALQ51
by removing
the left 20mm
gun and most
of the
ammunition to
make room to
install the
ECM gear. The
disadvantage
of this was
that only 75 rounds of
20mm for the
right gun was
left to use
only in
emergency like
in a downed
pilot RESCAP
mission or in
self defense
if attacked by
a MIG.
VSF 3s A4Cs had side numbers of
the 100 series so had the red
color as the color on their tail
cap.
VA-15 had
the 200 series numbers
so we were supposed to
have a yellow tail
color. We chose
to change that to gold
so we had our rudder
painted gold and black
and replaced the
VALion decal with a
gold and black lion
logo. We were known in
the air wing as the
"Gold Tails"
The aircraft in this
picture is configured
for our Anti SAM Iron
Hand mission with the
AGM 45 Shrike loaded
on both wings with a
center line fuel tank.
If we had a shortage
of Shrike missiles, we
flew with one AGM-45
Shrike on one wing and
a LAU 10 5" Zuni
rocket pod on the
other wing.
|
|
The
third
Skyhawk squadron in the air
wing was our sister squadron
stationed at Cecil Field, the
VA-34 Blue Blasters.
They flew A4C
aircraft configured like ours
with updated electronic
countermeasures equipment.
They had 300 series numbers
abnd a blue tail cap.
In
addition to participating in
bombing missions, their
assigned specialty was as flak
suppressors, the anti AAA
mission. They would
attack known AAA sites in the
target area just before the
bombers initiated their
attacks with the hope that it
would offer some protection
for the bombers while in their
bomb runs which was the most
vulnerable part of their
mission. They
were usually configured with
two LAU 10 Zuni rocket pods on
TERs on each wing for
total of 16 "5 inch" rockets
to attack the AAA sites.
The
RESCAP Mission
We
had one A1 Skyraider
(Spad) squadron, VA 145
based at NAS Alameda
|
This is a
model of a VA 145
Spad. Ours had
had 400 numbers.
|
VA
145 was based at NAS Alameda,
California. Spads were capable
of carrying an impressive load
of bombs, rockets and guns.
Our Spad squadron during on
our 1966 Dixie Station
line periods were the
aircraft of choice due to
their weapons load and ability
to stay on station for much
longer than jet powered
aircraft. However they were
too vulnerable to SAM and AAA
in the north due to their slow
speed and were limited during
our 1967 deployment to the
RESCAP mission where they
carried forward firing weapons
such as rockets and
guns. They assisted in
14 navy and air force pilot
rescues during our deployment.
Two VA
145 Spads
returning to the
ship with a VAW--121
E1B. It looks
like the ship is
getting ready to
launch a regular
cycle with the COD
on CAT 1 with A4s on
the port angle, the
relief E1B on the
port aft corner,
three VA-145 RESCAP
aircraft on
the starboard
side of the
landing area,
and a VAQ-33 AD5Q EW
Spad and a
fourth VA-145 Spad
aft of the island.
|
The Photo
Reconnaissance Mission
VFP
63 Det 11 RF8 Crusaders
|
The VFP 63 Det 11
Roadrunners based at NAS
Miramar, California
provided a photo
reconnaissance
capability with their
RF8 Crusaders.
They were normally
escorted by a section of
our VF 111 Sundowner
F8Cs on their missions.
|
A VFP-63
Det 11 RF8 (402)
|
The Airborne
Electronic Warfare Mission
|
The VAQ 33 Nighthawks
based at NAS
Jacksonville, Florida
provided an airborne
electronic warfare
capability with their
AD5Q Spad aircraft.
|
The Airborne
Early Warning and Command and Control
Mission
|
The VAW 121
Bluetails based at NAS
Norfolk, Virginia
provided an airborne
early warning and
command and control
capability with their
E1B aircraft.
|
"The
Angel" HC-2 Rescue
Helo Detachment
The Intrepid's COD (Carrier Onboard
Delivery) Aircraft
Our transit of
the Atlantic Ocean and Mediterranean
Sea enroute to the Suez Canal
Replenishment at
Sea
|
We
didn't make any port
visits during our 38 day
12,000 mile transit from
Norfolk to Cubi
Point. Intrepid
and all the ships in our
group got all our fuel
and supplies by
replenishing at sea like
shown in the photo
here. The ship made a
few COD flights enroute
to get our mail.
We didn't have to get
any weapons during the
transit. But once
online at Yankee
Station, we were along
side an AO every few
days resupplying bombs,
rockets, missiles, and
gun ammo.
|
We spent lots of
time in the Ready Room during the
transit
We had many AOMs (All
Officer's Meetings) and a lot
of briefings in the ready room
during the transit.
Take
note that during
this AOM, the only
officers paying
attention were new
guys Ron Gibson in
the front row and
Dave Moyer in the
back row. Shep was
reading a magazine,
Bob Cheyne was
asleep and Bob Hamel
was being Bob Hamel.
|
We could smoke our
cigars in the ready
room in those days!
|
We
spent lots of time in our staterooms
getting ready for our Iron
Hand missions by studying the
tapes of acquisition radars such as low
frequency and low scan rate Spoonrest
and Barlock, higher frequency "S Band"
AAA conical scanradars in search and
lock on modes such as Firecan and
Flapwheel, and the "E Band" Fansong SAM
radar with it's characteristic "raster
scan" pattern.
Some of us
who were interested had the opportunity to
stand bridge watches during the transit.
The transit also
provided lots of opportunity to spend time
on the flight deck exercising or just
relaxing.
Miller Detrick on the
flight deck with his
deployment mustache
wearing one of the
variations of flight
suits we used; a green
medium cotton shirt
and pants with a belt.
|
Left to
right: Dick Nolte,
John Newman, me, Dave
Parsons, Bob Hamel,
Bob Cole, Miller
Detrick. The transit
provided plenty of
opportunities for JO
meetings on the flight
deck before the
evening movie.
|
We did some flying during the
Mediterranean Sea part of the transit
I
flew seven flights from May
20th through May 29th; 5 day
flights and 2 flights with
night landings. We were in
range of a bingo field,
probably NAS Sigonella on the
southern coast of Sicily
during these flights.
When we were approaching the
Suez Canal, it was June, 1967
and Israel and Egypt were
about to get involved in the
Seven Day War. So, I'm sure
there was a lot of political
concern about our transiting
the Suez at that time.
But for whatever reason, the
decision was made at the
highest levels and possibly
with consultation with both
Israel and Egypt for us to
make the transit. As all
of the jet aircraft were moved
to the hangar deck and the
hangar bay doors were closed.
There was some concern that a
weirdo Egyptian extremist
might take a few shots at the
ship as it passed by. The prop
aircraft were left exposed on
the flight deck (I guess they
were more expendable).
We were told to not go on up
on the flight deck or exposed
catwalks as there was some
concern that it was possible
that we might take some fire
from the Egyptian side.
I don't think that we did.
|
This is a
modern map of the Suez
Canal.
In June of 1967, the
Sinai Peninsula was
part of Israel.
So, as we sailed south
from Port Said, we had
Israel on the left and
Egypt on the right.
We did encounter
protests on the
Egyptian side of the
canal where the
protesters took off
their sandals and held
the soles of their
shoes toward us; a
mark of disrespect.
We were led through
the southern part of
the canalfrom
the Great Bitter
Lake by an Egyptian
(Russian Made) Komar
PT boat with it's two
Styx surface to
surface missiles
clearly visible.
They didn't train the
missiles toward
Intrepid. They
couldn't as the Styx
missile tubes are
permanently mounted
facing forward on the
boat. I doubt
if they had any fire
control radars active.
|
Picture
from the Intrepid 1967
Cruise Book
|
This
is a Komar Boat.
Notice that the
Styx missile tubes
are facing
forward!
|
As we were headed
south from Great Bitter Lake toward
the Indian Ocean, charts of Egypt were
pulled out in CVIC to look at
potential targets in Egypt if were
called into action.
But, after a brief pause in the gulf
of Suez, we continued our transit through
the Indian Ocean, through the Straits of
Malacca, and then northeast to Cubi Point in the Philippines.
Intrepid arrived
in Cubi Point
June 15th, 1967
(The transit from Norfolk to Cubi took
31 days
to complete)
Back at Cubi Point only seven months
after we left after the end of our first
WESTPAC deployment.
We wouldn't have much time here though;
just a couple of nights at the BOQ and a
few visits to the Cubi Point O'Club bar
for some Cubi Specials!
Cubi Point BOQ
|
Cubi Point O'Club
|
A group of
combat bound VALions in various
type of flight suits relaxing
outside officer's housing at Cubi.
|
Left to right:
Gene Atkinson, Moon Moreau, Miller
Detrick, the head of Ron Gerard over
Miller's left shoulder, XO, Cdr Jim
Snyder, Dave Parsons, CO, CDR Kelly
Carr, and me, Bo Smith over Cdr
Carr's left shoulder
(I'm sure
Moon didn't wear that orange
flight suit on combat missions!)
|
Or possibly,
a chance to have dinner at the Marmont
Hotel in Olongapo!
|
|
Maybe
just enough time for a quick trip
outside the gate in Olongapo to have
dinner at the Marmont Hotel.
|
The
Marmont Hotel was convenient, just
outside the gate, and had excellent
food.
|
|
The
new guys might have had a
quickie course in Jungle
Escape and Survival Training
(JEST)!
|
USS Intrepid left Cubi Point on June 19th
after only four days in port.
We flew on the ship that day!
Yankee Station
We arrived on Yankee Station On June
21st during Operation Rolling
Thunder 57.
The summer
of 1967 consisted of the heaviest
bombing of North Vietnam during
Operation Rolling Thunder. In
addition to the Kep and Hoa Lac
airfields and significant industrial
targets added during Rolling Thunder
55, the Hanoi thermal power plant
and a concentration on the supply
lines connecting Hanoi and Haiphong
to China during Rolling Thunder 56,
sixteen new Alpha list targets all
in Route Package 6 were added in
Rolling Thunder 57.
Rules of
engagement, approved major
targets, sorties, and even some
tactics were decided at President
Johnson's Tuesday lunch with
Secretary of Defense Robert
MacNamara and various non-military
staff members. No military
representatives were allowed to be
present during these meeting, not
even the Chairman of the Joint
Chiefs of Staff. (Paraphrased
from Peter
Fey's book "Bloody Sixteen)
Three aircraft
carriers on Yankee Station
|
The
three aircraft carriers on Yankee
Station flew different
schedules. One carrier flew a
twelve hour daylight schedule from
just prior to sunrise to just prior
to sunset. Another carrier flew
approximately the same schedule from
0700 to 1900 (one pinky recovery).
The third carrier flew a night
schedule from 1900 (pinky launch) to
0700 (pinky to day recovery).
That meant that there were two
carriers always available to fly
strikes in the daytime and one
carrier to keep the North Vietnamese
up at night. On major "Alpha
Strike" days, all three carriers
flew the day schedule to be able to
bring maximum concentration of our
air power for these strikes against
Alpha List targets.
We were normally
assigned as the day
carrier to
our lack of two full fighter
squadrons and no A6 squadron,
Our Pilots were
Ready to Go into Combat over
North Vietnam
|
Front Row: Paul
"Black Mac" MacCarthy, Dixie
Culler, Gene "Sid" Atkinson,
Jerry "Possum" Terrell, Bob
Hamel, Keith Strickland,
Dave "Thorny" Thornhill,
Steve Smith, Miller Detrick
Back Row: Bob "Cozy" Cole,
Dick "Nolts" Nolte, Jerry
Tuttle, Ron Gibson, Me, Cdr
Kelly Carr (CO), Jim Snyder
(XO),
Tony Isger, Pete Schoeffel,
Ron "Moon" Moreau, Dave
"Pars" Parsons, and Ron
Gerard
|
Missing: Lee Cole, shot down (KIA) June
30th; Phil "P.C." Craig, shot down July
4th (KIA)
This picture was taken
after July 4th but before October 4th when Pete Schoeffel was sot
down (POW from October 4th until March,
1968) when he was released
VA-15
Second Vietnam
Deployment
Plaque
We set out
with the guys on this plaque
except LCDR Paul McCarthy who
joined us later on cruise.
|
Our
Aircraft Were
Ready to Go
Into Combat
over North
Vietnam
|
We had 14 A4Cs
fully equipped with ECM
equipment to conduct our
mission as the air wing 10
Iron Hand squadron as well
as for bombing missions.
|
I
was Ready to
Go Into Combat
over North
Vietnam
Three "bad ass"
Valions ready
to "kick ass"
over North
Vietnam
|
Bo Smith, Moon
Moreau, and Possum Terrell
|
Rolling
Thunder during
the summer and
fall of 1967
USAF Operations over
North Vietnam
The
Air Force flew their F-105
Thunderchief (Thud) strike aircraft
and their F4 Phantom fighter support
aircraft
from bases in Thailand. The
Air Force strike packages would
normally inflight refuel over Laos
and the enter Route Package Five
northwest of Hanoi for their
strikes. The hills northwest
of Hanoi are known as "Thud Ridge"
because of the number of F-105s
lost there to SAMs and MIGs.
Yankee
Station was actually quite
a bit further north in
June 1967.
|
Yankee Station was
actually about 75 miles
east offshore of Thanh Hoa
(Route Package 4) when we
were on station.
The Navy flew missions
from Yankee Station in
Route Packages 2, 3, 4,
and 6B and most of the
strikes against Haiphong.
The Navy flew some
missions in Hanoi
coordinated with USAF
F-105 missions.
The Air Force flew
missions in Route Pages 1,
5, and 6A and the majority
of the strikes against
Hanoi.
|
Our First Line Period lasted
from June 21st to July 13th (22 days)
In
the beginning of our Yankee Station line
period, we flew most of our missions in
Route Package 2 from the area from Ha
Tinh and Duc Tho south of Vinh up
through Route Package Three (avoiding
Thanh Hoa) and Nam Dinh. Most of
these missions were "warm up" type
missions in lower threat areas
conducting road reconnaissance looking
for trucks on the roads or small bridges
on Route 1 on the coast or Route
15. The standard bomb load for
these missions was a centerline fuel
tank with 6 Mk 82 500# bombs three on
each wing loaded on a TER (Tripple
Ejection Rack).
Replenishment
at Sea
We received some critical aircraft
parts via the ships COD. But, most of
our supplies were loaded aboard while
underway from supply ships.
Replenishing Weapons at Sea
We were
expending bombs, rockets, and missiles
at a high rate while on the line. We had
to rearm at sea about every three nights
when we were not flying.
|
Captain Fair, CO of USS Intrepid
sending a note to the North
Vietnamese.
The bomb he is signing is an old
non thermally coated 1000# bomb
from the Korean War or even
possibly the World War II era.
With three aircraft carriers
flying major strikes at an
accelerated pace into North
Vietnam, the production of the new
thermally coated Mark 80 series
bombs fell behind our usage rate
and we had to use some of the old
non thermally coated bombs until
the production rate caught up.
|
What is it like to be
shot at with AAA?
Barrage Fire-
Barrage fire is a mass of usually light
gray (37mm) or darker gray (57mm) puffs
usually at one altitude generated when the
shell explodes. This is indicative
of non radar controlled fire. The shooters
hope that they have guessed right at the
altitude selected for the shells to self
destruct if they don't get a direct
hit. They select the altitude based
on information from acquisition radars or
oat least on one occasion from observing
the incoming aircraft relative to
targeting balloons (Phu Ly).
Aimed fire- Aimed fire is indicated when
the puffs (dark gray for 57mm) or (black
for 85mm or greater) are linear in
nature. If the radar isn't locked
on, the fire normally isn't very
accurate. But solid tone in your
headset indicates that the
Firecan/Flapwheel is locked on and you can
expect accurate fire. Then its time
to hope your ECM (ALQ 51) gear will cause
the radar to lose lock. But, the
wise thing to do is to deploy chaff and
change your heading and/or altitude. This
is called "jinking". You should not
jink if its barrage fire because the best
way to avoid being hit in barrage fire is
to get out of the immediate area quickly
by maintaining your heading.
Sometimes, that can be difficult to do.
If you are looking at
the ground at the source of the AAA, you
can see flashes on the ground and if they
are using tracer rounds, you can see the
rounds coming at you. If the rounds
pass close to you, you can feel the sonic
boom of the rounds as they pass by.
Are we having fun yet!
What is it like to be shot at
by a SAM?
Normally, your
first indication is a missile launch alert
"warble" from your ECM gear (APR 27).
However, on big strikes, a single alert is
usually accompanied by many alerts as
several SAMs are usually in the air.
Then, it's time to have your "head on a
swivel" looking out for a trail of smoke
heading your way. Usually, if you
can see the SAM coming toward you, you can
lower your nose to keep your speed and G
available and out maneuver the SAM.
Once, it has passed by, you turn back
toward the target and try to gain back
some altitude, check your tail and the 6
o'clock position of the other members of
your flight for the second or third
SAM. If the whole division is the
target, the entire flight may do a split
"S" type maneuver as a flight and then
recover as a flight. Most often though,
the division will loose division
integrity. However, it is critical
to at least maintain section (two
aircraft) integrity. It is the
wingman's responsibility to do so.
Due to our
15,000 to18,000' enroute altitude, we did
not experience any losses due to medium
altitude barrage 37/57mm fire. We
stayed above it! We managed to evade most
of the 85mm radar controlled AAA and SAM
missiles to and from the target
using our EW equipment and proper jinking
tactics. Most of our aircraft losses
were at the roll in point, during the bomb
run or while pulling off the target due to
a mixture of aimed radar controlled AAA
and dense 37mm/57mm non radar controlled
AAA when the bombing aircraft were between
4,000 and 12,000 feet.
USS Intrepid Change of Command (June,
1967)
Underway on Yankee Station
We will miss
Captain Fair !!
We JOs weren't so sure during the 66
cruise when we got to see him up
close and personal on the bridge.
"The pilot of 306 report to the
bridge" Oh no, another tongue
lashing from the Captain about a one
wire or blown tire. He whipped us
into shape and had a lot to do with
establishing the professionalism of
our air wing which would prove
invaluable on the second Vietnam
deployment.
|
Now it's Captain
McVey's turn!
He's been pretty quiet so far. But,
perhaps that is because Captain Fair
has handed him a well oiled
professional ship and air
wing. No one that I know of
had been summoned to the bridge so
far.
But would change for me pretty
soon!
|
Flight Operations during the
First Line Period (June 21st to July 17th)
Cyclic Operations, probably
road recces. We might have been short on
MK 82s because I only carried 3 MK 82s
or MK 81 (250 lb) bombs.
From my log book:
June 21st- 1.7 hours, 3 Mk 82's, 1
Mk 81
June 21st- 1.7 hours, 3 Mk 82s, 1 Mk 81
June 22nd,1.9 flight hours, 3 Mk 82s, 1 Mk
81
June 23rd (my 26th birthday, 3 Mk82s, 1 Mk
81
June 24th, 1.8 hours, 6 MK 81s
June 25th and 26th- I did not fly; SDO or
possibly a stand down of some sort
June 27th- 1.1, 6 MK 81s- maybe a small
strike of some sort
June 27th- 1.3, no weapons load logged,
must have been a short cycle strike of
some kind ?
Note: June 27th-
Ltjg Nolte flew as a section leader on
on a major strike against the heavily
defended Nam Dinh transhipment, storage,
and rail facilities.
June 28th- 1.2, I flew an Iron Hand
section leader support of a strike at Nam
Dinh
Note:
June 28th- Ltjg Nolte flew as a
section leader on another major
strike against the heavily defended
Nam Dinh target area.
June 29th- 1.9, 3 Mk82s, 1 Mk 81 small
strike on Camera ?
June 29th- 1.4, Iron Hand mission in
support of a 26 aircraft strike against a
petroleum storage area near Haiphong . I
was awarded my 2nd NCM with Combat V for
this mission.
(I received my 1st NCM during our 1966
cruise)
June
29th- Ltjg Dave "Dixie" Culler
flew as a wingman in another Iron
Hand section in support of the
same 26 plane strike against the
Haiphong petroleum storage area.
Despite being hit by AAA and fuel
streaming from his wing, he
continued attacking a SAM site
causing it to cease emitting.
Dixie was ararded an ndivdual Air
Medal for this mission.
June30th- 1.6, 1
LAU 10, Vinh, 50 rnds of 20mm. Iron Hand
Section leader for a stike at HaiPhong.
Note:
June 30th- Ltjg Nolte flew
as a section leader on a
major strike against
petroleum storage area at
Haiphong.
VA-15
lost our first pilot 9 days into the First
Line Period
Lee Cole was shot down on
June 30th, 1967 near Vinh
|
Lee Cole was listed as
Missing in Action (MIA).
His remains were returned by the
North Vietnamese On November
3rd, 1988 and identified on
March 29th, 1989 at which time
he was listed as Killed in
Action (KIA).
He wife, Billie Jo Cole was very
active in the POW Wives Organization both locally in
Jacksonville and nationally.
|
Lee was buried in Arlington
National Cemetery on May 5th,
1989
|
Billy Jo is buried in
Arlington National Cemetery
alongside Lee in 2010.
|
We learned later,
the hard way, that Vinh had a very
good SAM and AAA defense
system. Vinh became known as
a location where you didn't get
much warning before a SAM launch
or very accurate AAA.
|
D.D. Smith in his
book "Above Average:
Naval Aviation the
Hard Way"
describes how most
pilots reacted to
the combat loss of a
fellow aviator.
|
"There
was no outward show of
sorrow,
no reminiscences
or eulogies, no
Hollywood
heart-searchings or
phony philosophy- It was
not callousness
or indifference
or lack of feeling for
a comrade who had been
so vibrantly alive
and now was to be a
name on a war
memorial; it was
just that there was
nothing to be said. It was part
of war; men died, more
would die, that
was past, and
what mattered
now was the
business at
hand; those
who lived
would get on with
it. Whatever
sorrow was
felt, there
was no point
in talking or
brooding about
it, much less
in making, for
forms sake, a parade
of it. Better
and healthier
to forget it,
and look for
tomorrow."
After about a week of warm
up missions, we started flying strike missions
to targets from Vinh to Haiphong
including Ninh Binh, Nam Dinh, and Than
Hoa. Yes, the Thanh Hoa Bridge was still
standing.
This picture of the Thanh Hoa bridge was taken
on May 19th, before we came on Yankee Station.
Image courtesy of the
Lawson Collection,
Emil Buehler Library, National Naval
Aviation Museum, NAS Pensacola,
Florida
As the line period progressed, we began
participating in strikes deeper into the Red
River Valley toward Hanoi including Phu Ly
and to Haiphong and Hai Duong,
almost halfway to Hanoi. We flew Iron Hand
Anti-SAM missions in support of these strike missions as
they were conducted into major
concentrations of radar controlled AAA and
Surface to Air missiles.
We
flew numerous missions on the Thanh Hoa Bridge.
Despite great hits with our MK 82s, the
bridge although unusable remained
standing.
When the Thanh Hoa
bridge was unserviceable, the North
Vietnamese used
pontoon
bridges which they used at night to
transport their supplies.
Iron Hand Tactics
|
My
model shows our normal
Iron Hand configuration
with an AGM-45 Shrike on
one wing station and an
LAU10 5" Zuni rocket pod
on the other wing station.
|
Some airwings choose
to have the Iron Hand (Anti SAM)
and flak suppressor (AAA) aircraft
accompany just in front of the strike group and
react to threats as they came up. Our tactic
was to have the Iron Hand aircraft well out in
front and on
the flanks of the strike group and have
the flak supressors
accompany the strike but be slightly
ahead so that they could attack the known
flak sites just prior to the bomber
aircraft rolling
in.
Our Iron
Hand mission aircraft flew in
sections of two A4C aircraft. We
never broke section integrity on
combat missions. We carried a
2000# drop tank on our
centerline station. Our A4C
had only one weapons station
on each wing which limited
our weapons load to two
AGM-45 Shrikes or one Shrike
and eith rockets or bombs on
the other. We normally
carried one LAU 10 Zuni pod
with four 5" rockets on a
parent station to keep our
aircraft as "clean" as
possible and symmetrically
loaded.
Oriskany's
Iron Hand section
consisted of one A4E from
VA-164 (which had four
weapons stations so could
carry twice as many
Shrikes as our A4C
aircraft) and one F8 C/E
as an escort.
(Either to provide F8C
from VF-111 for
TARCAP for MIG
protection or an
F8E from VFA-152
with bombs and
rockets to
provide air to
ground weapons
against the SAM
site or
associated AAA).
|
"Alpha
Strike
Vietnam"
The Navy's
Air War 1964
to 1973
Jeffrey L.
Levinson
|
"Early on
we {VA-192
Golden Dgragons}
teamed up
one Shrike
pilot {A4E}
with one of
the fighter jocks
{F8 Crusader)
from VF-191 or
VF-194 and
those two flew
together all
the
time" "Alpha
Strike
Vietnam", Part
Three (1966),
Chapter 18,
The Golden
Dragons,
page146
This seems
at first
glance this
tactic seems
attractive; one Iron
Hand pilot who
was well
trained in
attacking SAMs
with Shrikes
and rockets
and a second fighter
aircraft that
could escort
the Iron Hand
pilot if he
were attacked
by MIGs. I
like the idea
that they
teamed two
guys to fly
together all
the time if
on an Iron
Hand mission.
But, to me,
the problem
with this
tactic is what
happens
if the section is attacked by
MIGs. The Iron Hand aircraft
doesn't have the performance to stay
with the F8. Does the F8 concentrate
on the MIG and leave the Iron Hand
pilot to press on alone*.
Oriskany had
one Iron Hand mission near Hanoi where
this situation did
occur. In this case, the
F8 escort broke section integrity
to engage 2 MIG 17s that
threatened the Iron Hand section.
I wonder, what was the A4E while
the F8 escort and the 2 MIG 17s
were having at it. Perhaps Mule
can give more details on this!
I prefer the tactic that two Iron
Hand aircraft fly with sections
integrity. If there is a
credible MIG threat, then assign an
F8 TARCAP/MIGCAP section or two to
protect the Iron Hand aircraft from
the MIGs.
When I
designed the Iron Hand tactics
for VA-15, I
chose the option that the Iron
Hand mission would be mission would be more
effective if the SAM sites were engaged
before they were able to fire missiles at
the strike group. My assumption was that the North
Vietnamese Defense Commander would not want
to commit to firing his missiles at us.
Rather, he would want to conserve his SAMs
for the strike group. We thought we could negatively
affect his capability by forcing him to not
use his Fansong radar if we positioned
ourselves to attack the launching site with
our AGM 45 Shrikes. I suspect that
they had seen the same video as I had of a
Shrike missile exploding just above a SA 2
Guideline Fansong van sending thousands of
aluminum cubes at high speed into the radar
antennae and the van destroying the
equipment and killing any operators in the
van. Some other airwings also used this
tactic.
We would normally coast in at 15,000 feet of
altitude. Approaching the coastline, we would be
listening for
acquisition
(Spoonrest or Barlock) radar
signals.
The North
Vietnamese
standard procedure was to first detect the
azimuth initially detecting the aircraft by using acquisition radar.
Next, the enemy
would get
altitude information by using a conical
scan radar (Firecan/Flapwheel). This
information was then passed to various
AAA sites
on the strike's route of flight so
that they could set the altitude
that their barrage fire would
detonate. A well
trained pilot could recognize
this change. It was also a sign
to the Iron Hand section leaders
and the Strike leader
of the bomber group to
increase altitude to
be above the barrage fire.
At that altuude,
the pilot would only be vulnerable to
radar controlled AAA of 85mm or greater,
SAMs, and MIGs. Our APR 25 was
capable of indentifying the 85mm and greater
AAA fire control S band radars and our our ALQ-51 EW equipment was
capable of breaking the lock on the
Firecan/Flapwheel conical scan radars.
If we knew we were detected and
locked on by AAA
rdars, we would execute a change in
course every 4 seconds and expend
chaff as we intitiated the turn. This
tactic was usually effective in that only
real threats remaining at above 15,000
were from
SAMs and and MIGs. We had BARCAP
fighters and PIRAZ and our own TARCAP F8s to
protect us from the
MIGs. Also, the
same rationale applied in my mind that the
defense commander would not want to commit
his MIGs to the six or eight Iron Hand
aircraft when he had 30 to 40 aircraft in the strike
group behind them.
Our Iron Hand
sections would fly directly to the
SAM sites protecting the target area and on
the flanks of the strike group course that
our intelligence team had told us were
occupied with missiles. The North
Vietnamese had both fixed and mobile
sites. We went to the fixed sites
first and reacted to the mobile sites as
they became active. We usually had two
or three sections of two aircraft
each. Each section was briefed on a
specific fixed site to start with. We
descended to about 15,000 feet (to stay above the
37/57mm barrage fire and observed the
site looking to see if they had missiles on
the rails. If so, we reported that to
the strike leader with calls such as: "Site
number xx occupied, Iron Hand One (or Three
or Five) Out. That told the strike leader
that not only was a prebriefed site occupied
but also that we were overhead the site
ready to engage it.
The SAM site commander had to bring the E
Band Fansong radar online in order to
control and detonate the missile. As
soon as he did, the Iron Hand leader would
commence a
dive attack for a "down the throat" Shrike
launch. If the missile commander kept
the Fansong radar online, his radar van and
the people in it were "Toast". The SAM
would then self destruct harmlessly.
If he shut down his Fansong radar, he cold
not control the SAM.
E Band
Fansong radar
|
Fixed SAM
Site
|
SA 2
Guidline Missiles
|
If we had only one Shrike (due to a
shortage of missiles), we could use a 5"
Zuni rocket from our LAU 10 pod to simulate
a Shrike "down the throat Shrike
shot". Or, we could use Zuni
rockets to attack after our Shrike shot if
we determined that there remaining missiles
and vans in a fixed site. Our Zuni rockets
were also available if there was need for
our services as a RESCAP aircraft. As
we had the centerline tank, we usually had
more fuel than the strike aircraft and could
stay on scene longer. We could return
unused Shrikes and unused or partially used
LAU 10 Zuni pod to the ship and land with no
problem making them available for another
mission.
Note: This tactic
had to be changed for Linebacker I in 1972
as the Russians
had provided the North Vietnamese a large
number mobile quad mounted ZSU 23mm
guns. This high rate of fire
weapon (the red rope) was very
effective upto about 15,000'.
So,
Iron Hand aircraft couldn't
afford to orbit a SAM site
waiting for it to fire a SAM.
Iron Hand aircraft were forced
to
fire their Shrikes from a
safe distance from the
SAM site.
The first
two weeks in July were very
difficult
We knew we were in
for a challenging time because we were
going to be flying missions in Route 6B,
the most heavily defended route package
in North Vietnam except for Hanoi
itself. But we were ready.
We had a core group of flight leaders
and junior officer pilots each with over
100 combat missions. Our new CO,
Kelly Carr, although an experienced
pilot was not combat experienced.
But Kelly's best asset was his great
sense of humor and his willingness to
let the combat experienced division
leaders (Jerry Tuttle, Possum Terrell,
Moon Moreau, Pete Schoeffel) take the
lead in flying most of the strike leads
in the major strike missions until
he gained more combat experience. Our
new XO, CDR Jim Snyder was an
experienced carrier A4 pilot who was a
quick learner in the combat environment.
LCDR "Black Mac" McCarthy was surprised
that he had to fly wing as Number 4 on
experienced JOs from the first
deployment as his section leader until
he got some combat experience. But that
was the rule in VS-15; there was no rank
in the air. The experienced JO section
leaders were the section leaders at
first during our second
deployment. Black Mac and Ron
Gibson became section leaders and
division leaders with time. Our junior officers
with over 100 missions were the "core"
of the squadron. VSF-3 and VA-34 did not
have the flight leaders or experienced
JOs like we had and the air wing
Commander knew it. Therefore, we
were given the most challenging missions
during the Second Line Period.
|
We
flew a great number of Alpha
Strikes in the Hai Duong area.
I didn't realize it at the
time but this was a
significant tactical effort in
support the major strategy of
Rolling Thunder 57; the
isolation of Hanoi and
Haiphong through major strikes
against both cities and the
lines of transportation
between the two.
From
my log book:
July 1st- I flew an Iron Hand
mission in support of a strike at Ninh
Binh (Route
Package 4)
July
1st- Ltjg Nolte flew two strike
missions on July 1st; the first
as a section leader in a strike
against a target at Ninh
Binh, the second as a section
leader against
the vital Hai Duong railroad
yard between Haiphong and Hanoi.(A Rolling
Thunder strategic objective).
July 2nd- I flew an Iron Hand
mission in support of a strike at
Hai Duong. I fired one AGM 45
Shrike missile.
I was nominated for a DFC for this
mission which was downgraded to my
1st individual Air Medal with
Combat V.
July 2nd- Ltjg
Culler flew as an Iron Hand
section leaderof a strike
against the railyard and
transhipment points at Hai
Duong. At first, his section
did not detect any SAM
activity so he decided to
attack an 85mm flak site
that was firing at his
section and was a threat to
the strike group. During
this attack two surface to
air missiles engaged his
section passing close to his
aircraft. Despite this,
Dixie continued his attack
on the gun site silencing
it. He was awarded an
individual Air Medal for
this mission. He might have
been recommended for a DFC
which was downgraded.
Ltjg Kasch of VSF-3 was
shot down on this Hai Duong strike
and was not rescued- KIA
July
4th- I flew an Iron Hand mission
but did not fire a Shrike.
Ltjg
Nolte flew two missions on
July 4th; the first as a
section leader in a strike
against a target at
Ninh Binh, the second as a
section leader against the
vital Hai Duong railroad
yard between Haiphong and
Hanoi (A
Rolling Thunder
strategic objective).
July 4th, 1967- LT P.C.
Craig did not return from a major
strike against the railroad yard
at Hai Duong. He was last seen in
his dive bomb delivery at the
target. His flight leader, LCDR
Moon Moreau did not see him resume
his normal combat cruise position
after rendezvous off the target.
|
LT
P.C. Craig was shot down at
Hai Duong on July 4th, 1967
His remains were returned by
the North Vietnamese in 1985
He is burried in his
hometwon of Oneida, NY
P.C. Craig was unmaried
|
P.C.'s
loss
was a real "kick in the gut" for
those of us who were with him from
the beginning of the new
VA-15. It was even worse for
Dave Parsons who was his roomate
and fraternity brother at the
University of Michigan. They
went through flight training
together. Dave, P.C. and I
used to spend a lot of time
together on the flight deck after
JO chow. P.C. was a member of the
"JO Mafia"!
He was an experienced and
skilled combat pilot.
PC's loss was
personal and it demonstrated to
us that if P.C. could be shot
down, any of us could.
Do you
remember these great smiles on
last cruise.
PC's loss changed this! We were in
a fight for our lives now. We all
knew it but we would never talk
about it.
|
Do you
remember this photo of the 100
trap celebration from last cruise?
(PC on the left and Lee Cole on
the right)
Two of the eight
pilots from Intrepid who were shot
down the first two weeks of this
line period!
|
We had
lost that feeling of invincibility that
commonly allows young men to perform in
risky situations.
We had to replace that feeling with an
aggressive warrior professional
mentality to survive the next four
months!
July 5th, 1967
I flew as a
bomber section leader against the
Don Son Petroleum Storage Area at
Haiphong (4 Mk 82s, 2 MK 81s).
This
combat
chart is from the collection of
the Intrepid Air and Space
Museum and is a
gift from the family of LCDR
Keith Strickland
|
I remember pulling out of my
dive through the billowing black
smoke from the hits of previous
aircraft.
|
We put a lot of
bombs on target on that
mission!
|
I was
awarded an NCM with Combat V for
this mission.
July
5th- LCDR
Jerry Tuttle
received a
Gold Star in
lieu of his
second DFC as
the strike
leader of 22
A4B/C aircraft
against the
railyard and
support
facilities at
Hai Duong.
Desdpite
deteriorating
weather and
heavy AAA,
LCDR Tuttle
navigated his
division to
the target
effectively
delivering
their bombs
causing the
destruction of
three boxcars
and rail line
choke points.
Tut's first
DFC was
awarded for
his strike
lead to Phu Ly
on October
9th, 1966
during our
previous
deployment.
July
5th- Ltjg Nolte flew
two Iron Hand missions
as a section
leader on July
5th; the first was
protecting strike
aircraft on a restrike
of the Don Son
petroleum products
area that we struck
the day before on July
4th. His second Iron
Hand mission of the
day was protecting the
strike group against
the railroad yards at
Ninh Binh. These two
missions were included
in his first DFC
recommendation.
I also recorded my 200th
trap on Intrepid on July 5th
|
Cutting the ceremonial
cake with Captain McVey after my
200th Intrepid landing |
From my
log book:
July 6th- I flew as a bomber against
the HaiDoung RR/Highway bridge or Ninh
Binh strikes. (4 MK 82s, 2 MK 81s)
July
6th- LCDR
Jerry Tuttle
received an
idividual Air
Medal for as a
division
strike leader
for either the
Hai Duong or
Ninh Binh
strikes.
July 6th- Ltjg
Nolte flew a mission as
the section leader in
the bomber strike group
against a railroad just
south of Ninh Binh.
July 7th- I flew as a section leader as
part of the bomber strike group against
railroad yard at Phu LY about 15 miles
southeast of Hanoi (4 MK82s, 2 MK 81s)
July 7th- Ltjg Nolte
was also a member of
the bomber strike
group at Phu Ly
(4Mk82s, 2Mk81s)
Note:
VA-15 provided
at least 10
aircraft for the
Phy Ly strike
group on July
7th (6 bomber
aircraft and 4
Iron Hand
aircraft).
Additionally,
VA-15 most
likely provided
one of the
combat mission
tankers for the
strike. VA-15
routinely
provided 10
aircraft for
these major
strikes for the
remainder of our
first line
period in July.
This was only
possible through
the inspired
leadership of
the Maintenance
Officer, LCDR
Tuttle and the
hard work of his
maintenance
personnel. It
was particularly
amazing
considering that
the squadron had
only 12 aircraft
of the
originally 14
assigned
aircraft due to
the two recent
losses.
July 8th- I flew again as a section leader
in the bomber strike group against at Hai
Duong (4 MK 82s, 2MK 81s)
July
8th- LCDR
Jerry Tuttle
received an
Individual Air
Medal for
leading the
srike against
either Hai
Duong or the
Army Barracks
at Ban Yan
Than (I'm
betting on the
Hai Duong
strike!
J
uly 8th-
Ltjg Nolte flew
as one of the
section leaders
of three Iron
Hand sections
protecting a
major strike
group against
the Army
Barracks and Ban
Yan Than and an
associated SAM
missile storage
area only seven
miles east of
Hanoi. This
was
Intrepids's
closest strike
to Hanoi
during our
first line
period.
Despite the fact
that the routes
to and from the
target and in
the target area
were protected
by 23 known SAM
sites, his Iron
Hand group were
so effective
that all the
pilots and
aircraft
returned to
Intrepid after a
very effective
strike. This
mission was part
of Dick Nolte's
DFC
recommendation!
July
8th- Ltjg
Culler also
flew as one of
the section
leaders of
three Iron
Hand sections
protecting a
major strike
group against
the Army
Barracks and
Ban Yan Than
and an
associated SAM
missile
storage area
only seven
miles east of
Hanoi. Quoted
from the
individual Air
Medal award
citation by
CINCPACLFLT,"
The success of
the strike
group in
reaching the
target in a
high threat
area,
delivering
their ordnance
on target, and
safely
returning to
the coast was
in large
measure due
LTjg Culler's
actions os a
missile
suppressor."
LCDR Ed
Martin, VA-34 was shot down by a SAM
sometime in July . He
was captured and spent he rest of
the war as a POW. He was
released in February 1973 and went
on to become Commander of the Sixth
Fleet and retired from the Navy
as a Vice Admiral.
From my
log book:
July 10th- I flew a bomber mission
south of t the DMZ in South Vietnam,
4 Mk 82s
July 11th- I flew a bomber mission and
expended 4 MK 82s
July 12th- I flew two missions that day
The first was an Iron Hand
mission in support of a strike at Hai
Duong. I expended 8 Zuni rocktets from two
LAU 10 pods
The second was a bomber
mission. I expended 4 Mk 82s and 2 Mk 81s
July
12th- As a
climax to his
series of
arduous and
hazardous
major strikes
in July, Ltjg
Nolte flew as
a section
leader in the
Strike
leader's
division in a
major air wing
strike against
the My Xa
petroleum
products
storage
area
just north of
Hai Duong and
about half way
between Hanoi
and Haiphong.
As
usual, he
demonstrated
his
exceptional
abilities a a
bomber pilot
delivering his
ordnance on
the target
despite the
heavy defenses
in the target
area.
|
Ltjg
Nolte was
recommended
for a
Distinguished
Flying Cross
for his
exceptional
performance as
a combat pilot
and Iron Hand
and bomber
section
section leader
during the
missions I
have described
during our
first line
period.
|
Five other
second combat
tour VA-15
junior pilots
were also
recommended
for DFC's by
Captain McVey,
USS INTREPID's
Commanding
Officer, for
missions flown
during this
line period:
Lt Dave
Thornhill, Lt
Miller
Detrick, Lt
Bob Hamel, Lt
Dave Parsons,
and Ltjg John
Newman.
Unfortunately
not all of the
recommendations
were approved
by higher
authority! It
is possible
that none of
these
recommendations
were approved.
I will discuss
the awards
policy lter in
the chapter.
July 13th- I flew as a bomber section
leader on a strike to Hai Duong and
expended 4 Mk 117s. Mk 117s were old non
thermally coated fat bombs. (my 130th
mission). I was recommended for an
individual air medal for this flight but
after a lengthly administrative delay, it
was downgraded to an NCM.
Keeping
Spirits
Positive in the Ready Room
It seems as if Bob Hamel is
always the SDO in these
pictures. Here he is passing out
some information to the next
flight: left to right- Dixie
Culler, Ron Gerard, Ron Gibson,
and Moon Moreau.
|
Fortunately, we had a professional
group of pilots and strong support
from the ground officers, Chief
Petty officers and sailors.
The atmosphere in the ready room
was always positive.
We used humor as a way to keep up
our spirits even though we had
lost two of our pilots during the
second line period.
The junior officers had two
objects of our practical jokes,
both people who took themselves
much too seriously:
Frog Wigent, the CO of VA-34 and
Frenchy LeBlanc, the XO of VSF-3
|
CDR
"Frog" Wigent, CO of VA-34-
Frog was humorless and took himself
way too seriously. We tried to
help him be more cheerful by paying
him special attention. We had one of
those farm sounds play toys that
existed in 1967 in the ready
room. It had a frog selection
that made a frog sound. At
appropriate times, our SDO would
select the VA-34 ready room on the
"bitch box" and pull the string and
out would come the frog sound.
We also purchased frog toys at the
Navy Exchanges and our wives sent a
variety of them. When we got
wind (we had an intelligence network)
of which airplane "The Frog" would be
flying on a mission, we managed to
sneak a toy frog on the seat of his
ejection seat to greet him when he
climbed in. I guess we sort of got
under his skin because he
expressed displeasure on occasion.
There are two more Frog stories to
tell but they will come later.
CDR "Frenchy" Leblanc, XO of VSF-3-
Frenchy was also
humorless and took himself way too
seriously. We tried to help him
be more cheerful by paying him special
attention. We decided to paint
the door of his XO stateroom gold
rather that the existing color of
VSF-3, red. For some reason, this made
him mad. He expressed his
displeasure to our CO, Cdr Kelly
Carr. Kelly enjoyed telling us
how upset he was. Frency had his
door repainted and posted a guard
(paid a Marine) to watch his door at
night. Someone bribed the Marine to
leave his station and Frenchy's door
was painted gold again. Our slogan
"Make Frency's Door Gold Again" (not
really, sort of a Trump reference).
Frenchy was livid. But, what could he
do, tell our CO or CAG that he had
paid a Marine to guard his door and
those VS-15 JO's painted it gold
anyway. CAG would have laughed
him out of his office.
Biweekly Cartoon
Newsletter- Somehow a weekly
or biweekly cartoon newsletter was
distributed to the ready rooms and CAG
office. Who were the subjects of the
cartoons? You guessed right;
Frog and Frenchy. I don't actually
know who was responsible for
publishing the cartoon newsletter but
my money is on John "Smedly" Newman.
Note: These morale enhancers
continued throughout the cruise and
beyond in Frog's case.
The
Blue
Shoes Award
|
We continued the tradition
of the awarding The Blue
Shoes Award to the officer
who "had stepped on it the
most" during the "End
of the Line" parities or on
stand down days.
(about once a line period)
The
winner usually received it
for some incident "on the
beach" (on liberty during in
port periods) or something
related to the traditional
competition for the award
between the Senior Officers
("Heavies") and the "JO
Mafia".
No JOs ever got the
award. But, it was
very close on one occasion
when Black Mac nominated
John Newman. The "heavies"
made a concerted effort to
flip some of the JO
vote. But Smeds
turned the tables on Black
Mac with a brilliant
rebuttal speech which
resulted in some of the
"heavies" voting for Black
Mac. I'll give you the "Rest
of the Story" a bit later! |
We had only one USO show this
Deployment
that I can remember.
But it was a good one- Miss America
and her troup came visiting at the
end of the line period
They arrived
by COD.
Captain McVey welcomed them
aboard.
|
They performed on the
mess decks and visited the
sailors in their work spaces
|
Relaxing on the flight deck after
flight operations were over for the
day
Because we had a minimal night
capability, we were scheduled as the
day carrier (0700 to 1900). The other
two carriers n Yankee Station rotated
the noon to midnight and the midnight
to noon schedules. With three carriers
on station, there were always two
carrier airwings available for daytime
operations and one for night missions.
We
usually had time after flight
operations for jogging or just
getting together on the flight deck.
Shep
Shepherd considers his
maintenance
plan for the evening while
Miller Detrick and Dave
Moyer discuss their
exercise plans.
|
Left
to right: Miller Detrick,
Dave Parsons,
Dixie Culler, and Dave
Parsons
|
Left
to right: Miller Detrick,
Tony Isger, and Dave
Parsons
|
|
Our maintenance guys
would take advantage of even
a short opportunity to
remove their shirts and take
a break and relax on the
flight deck.
|
July 17th to July 25th-
Intrepid's First Port Visit
(Yokosuka, Japan)
Intrepid
left "the line" about July 14th
and after passing Hainan
Island, steamed north for a port
visit In Yokosuka Japan.
July 17th- I flew A4C 148440
from the ship to NAS Atsugi Japan.
(1.1 hours)
July 25th- I flew A4C 149619 from NAS
Atsugi to the Intrepid. (1.3 hours)
The
Nippon Aircraft Company was
located on Atsugi Base.
All we had lots of corrosion
control work done on our
aircraft there during our
deployment.
|
Atsugi
|
Several
other squadron and airwing aircraft
also flew in to Atsugi during the
Yokosuka in port period. I don't
know how many VA-15 aircraft flew in
to Atsugi during Yokosuka port
visit. Gene
Atkinson remembers flying Jerry
Tuttle's wing to Atsugi because he
remembers flying around Mt. Fuji.
Atsugi is a little
northwest of Yokohama.
Yokosuka Base is a little
southeast of Yokohama.
|
Mt. Fuji is located
west northwest of Yokohama
on the map on the left.
|
On this trip, we took a sample
of an aircraft part (flap indicator
hinge) that we were having problems
with. These hinges were made out
of aluminum and were failing at a high
rate. The flap indicator hinge
enabled the pilot to see the position
of the flaps on a small guage in the
cockpit. In peacetime, this
would have resulted in a down
aircraft. But, as it was a
combat situation, we flew without
it. We left the flaps up during
taxi on the flight deck and then
lowered them to the 1/2 flap position
for the cat shot. We knew that
the flaps were proper for the cat shot
because the final checker used hand
signals to confirm we had 1/2 flaps
for the launch. We used full
flaps for landing. We knew that
we had good flaps for landing by the
feel of the aircraft and the pilot and
LSO could tell by the
airspeed/attitude of the plane on
final approach.
While we were in Atsugi, a
Japanese Company copied the hinges and
replaced them with steel. We had
about 50 of these hinges manufactured
which solved the problem.
I don't know how this arrangement was
set up but I expect that this work and
the corrosion control/repainting work
on our aircraft was coordinated
through COMFAIRWESTPAC (Commader Fleet
Air Western Pacific) which was located
at Atsugi.
Atsugi was
a nice change from life on the
ship. We stayed at the BOQ and
enjoyed beers and steak at the
Officer's Club. Most of us got
haircuts at the BOQ. We also
enjoyed getting a "hotsi bath" or two
at the BOQ. It included a steam
room, bath by an attendant and a
complete massage.
My attendant's name was Nancy.
She was attractive in her late
20s. I would meet Nancy again 22
years later during my last tour in the
Navy when I was assigned duty at
COMFAIRWESTPAC. As a senior
Captain, I lived in 06 Quarters on the
base with my family. My wife and
two daughters (Jessica and Lindsay)
and I routinely had family
"hotsi baths". Our attendant was
50 year old Nancy.
After a day
or so at the BOQ, I decided to go to
Tokyo for a few days.
I took the
Yokosuka/Sobu Line (in
dark blue)
|
I stayed at the Old Sanno
Military Hotel in downtown
Tokyo not far from the
Imperial Palace.
The Sanno was run by the
military as a Field Grade
Officer billeting facility. I
was able to get a room as a
Navy Lt. because I was a
combat pilot between line
periods.
The Sanno was a western style
hotel with a great bar and
restaurant with affordable
rates and prices. Western
style hotels in Tokyo were
expensive even in those days.
I decided to call the American
Embassy. I learned from the
junior pilots in VF-143 on my
1st Class Midshipman cruise on
the Constellation that if you
wanted english speaking female
companionship, the best thing
to do was to call an embassy
or consulate of an english
speaking country (US, British,
or Australian) in a foreign
port. All you had to do was
tell whoever answered the
phone (if they were female)
that there were some Navy
carrier pilots in town who
were looking for a fun time.
The response was usually "how
many of you are there and
where do you want to meet".
I called the American
Embassy in Tokyo and talked to
a young female and she set
someone up and a time to meet
at the Sanno Hotel Bar.
|
I arrived a bit early and
noticed a young woman at a table near
the bar and decided it was the person
I was looking for. But, I was
wrong. She was a reporter for an
American newspaper. The reporter
was quite willing to keep me company
but I excused myself when I noticed
whom I thought looked like the right
person entering the bar. I left
the reporter and said hello to
Stephanie. She told me that she was a
civilian secretary working for the Air
Force at Yokota AFB near Tokyo.
She even showed me her blue civilian
employee DOD ID card.
After a tough couple of weeks on
Yankee Station, I needed some TLC. The
loss of PC Craig was game changer for
me. I felt that the odds were good
that I might also be shot down. I
needed something to relieve this
stress. She provided it. We
visited some temples and shrines and
experienced some Tokyo
nightlife. We had a great couple
of days (and nights). I got her
official work phone number and
returned to Atsugi.
You might wonder why I think it
necessary to relate some of the
details of this relationship.
Well, I think that I would not be
honest to not do so. To be sure,
I am not relating all the details;
just enough to tell my story. I
plan to go into this aspect of my life
in future chapters because it affected
both my professional and personal life
significantly.
Also, this is my story and does
not imply that anyone else in the
squadron did likewise. I think
most of the guys in the squadron went
on normal liberty associated with the
Gulf of Tonkin experience.
We
flew our aircraft from Atsugi
back onboard Intrepid on July
25th
Intrepid
must have been about 300 miles or
so south of Atsugi because the
flight lasted only 1.3 hours. The
ship returned to Yankee Station on
June 29th and
began combat operations on July
30th.
This
is a comparison
of the USS
Oriskany's
schedule with
ours, including
details of
Oriskany's
combat and
operational
losses. I
used Peter Fey's
book "Bloody
Sixteen" and
Mike "Mule"
Mullane's book
"Dead Men
Flying" to
accomplish this!
|
|
I was
very
interested in
reading DMF as
Mule was on
his "nugget"
deployment to
Yankee Station
with VA-164
aboard USS
Oriskany CV-34
and would
provide a
junior pilot's
perspective.
It also gave
me the idea to
try to compare
the experience
of our
"small deck"
carrier USS
Intrepid with
Oriskany,
another "small
deck" carrier.
In process
of trying to
document
Oriskany's
losses, I
discovered the
Peter Fey had
done the job
for me in
Appendix 1 of
his book
"Bloody
Sixteen". The
descriptions
of the combat
and
operational
loses
experience by
Oriskany are
almost word
for word with
a little
"wordsmithing"
by me on
occasion.
Thank you,
Petr Fey!
Intrepid
and Oriskany
Line Periods
and Liberty
Ports
The
are staggered
to show where
there was some
overlap on
Yankee Station
Intrepid
Oriskany
1st
Line Period
June 21st-July
13th
Yokosuka,
Japan
2nd Line
Period July
30th-August
25th
1st Line
Period July
14th-August
7th
Cubi
Point/Hong
Kong
Subic
Bay/Cubi Point
3rd Line
Period Sept
16th-October
12th
2nd
Line Period
August
18th-Sept 5th
Sasebo,
Japan
Sasebo, Japan
4th Line
Period Nov
1st-Nov
21st
3rd
Line Period
October
4th-Nov 3rd
Cubi
Point/Home
Yokosuka,
Japan
Cubi
Point/Home
Dec
5th-January
11th-4th Line
Period
Oriskany/CAG
16 Composition
Squadrons
Aircraft
Type
Number of
Aircraft
Call Sigh
VF-111
(Sundowners)
F-8C
?
Old Nick
VF-162
(Hunters)
F-8E
?
Super Heat
VA-163
(Saints)
A4E
14
Old
Salt
VA-164 (Ghost
Riders)
A4E
14
Magic
Stone
VA-152 (Wild
Aces)
A-1H/J
?
Locket
VAH-Det G
(Four Runners)
KA-3B
?
Holly Green
VFP-63 Det G
(Eyes of the
Fleet)
RF-8A
?
Cork
Tip
VAW-II Det 34
(Early
Elevens)
E-1B
?
Over
Pass
HU-1 Det 1
Unit G
(Pacific Fleet
Angels)
UH-2A
?
?
Note:
I only know
the number of
initially
assigned A4Es
in VA-63 (14)
and VA-164
(14) because
Mule mentions
the number for
his squadron
(14) in DMF. I
am
particularly
interested in
the number of
aircraft
initially
assigned F8Cs
in VF-111 and
of F8Es in
VF-162.
Mule- Which
type of F8 was
used to escort
your VA-164
Iron Hand
aircraft? Or
did it depend
on the
location of
the Iron Hand
mission; F8Cs
where the MIG
threat was the
greatest ie:
Hanoi for Phuc
Yen strikes or
F8Es for less
MIG threat
areas where
you could use
air to ground
weapons of the
VF-162 F8Es?
USS
Oriskany's
First Line
Period, July
14th to August
7th (24 days)
Oriskany experienced
it's first combat
loss on their first
day on Yankee
Station!
July 14th:
Combat loss; VA-164.
A4E lost, pilot
recovered- The
aircraft was hit by AAA
while attacking barges
on a river near Gia La
about 15 miles southeast
of Vinh. His A4E was hit
in the nose and parts we
sucked in to the engine.
By the time he made it
back to Oriskany, his
aircraft was on fire.
Unable to land aborad,
he ejected alongside and
was recovered by an
SH-2.
July
15th: Combat
loss; VA-152.
A1H lost,
pilot KIA-
The
pilot was
killed during
an armed
reconnaissance
(armed recce)
mission along
the coast near
Thanh Hoa. He
began
attacking
small boats
and barges
near the
village of Hon
Ne and was hit
by small arms
fire from the
boats. The
pilot radioed
that he had
been hit. His
aircraft
crashed into
the water
shortly
thereafter.
His remains
have not been
recovered.
July
16th: Combat
loss; VF-162.
F8E lost,
pilot rescued-
The
shoot down
occurred while
three F8E
Crusaders were
on a flak
suppression
mission for a
strike on a
railroad yard
at Phu Ly
south of
Hanoi.
Approaching
the target,
his aircraft
was targeted
by SAMs.
Although he
successfully
evaded two
missiles, a
third struck
his aircraft
as he
descended
through 5,000
feet. He
ejected
landing 16
miles from
Hanoi. After
spending
fifteen hours
on the ground,
most of it in
the vicinity
of a 37mm gun
emplacement,
he was rescued
by an HS-2 Sea
King from USS
Hornet.
July
18th: Combat
loss; VA-164,
2 A4Es lost,
one pilot
rescued, one
pilot died in
captivity- 18 July
was a bad day
for VA-164 as
they struck
the bridge at
Co Trai.
Before
reaching the
bridge, the
section leader
LCDR Dick
Hartman and
his wingman,
Ltjg Larry
Duthie evaded
several SAMs
that drove
them to lower
altitudes.
Before they
could climb to
safer
altitude, Dick
Hartman was
hit by 37mm
AAA. With
his aircraft
on fire, he
ejected at
1,000 feet.
Because of the
successful
rescue of the
F8E pilot the
day before in
the same area,
a SAR (Search
and Rescue)
mission was
organized
while
Hartman's
wingman, Larry
Duthie
attempted to
orbit over
Hartman's
position.
Next, Duthie
was hit by the
same 37mm
battery. He
headed for the
Gulf of Tonkin
with his
aircraft on
fire. Next,
both his
hydraulic
systems
failed.
However Duthie
continued to
fly his
aircraft as
the engine was
working and he
was able to
control the
aircraft using
trim. He
continued for
about 12 miles
until his
Skyhawk became
uncontrollable.
Duthie ejected
near Nam Dinh
in a region
known as the
hour glass
(due to the
near merge
point of two
main rivers in
Route Pack
6B). Nam Dinh
is a small
populated area
about 45 miles
southeast of
Hanoi (about
15 miles from
Hartman's
position.
The
North
Vietnamese
were ready for
a rescue
attempt for
Duthie from
the east by
Navy assets.
As a result,
this attempt
was aborted
due to heavy
ground fire.
Several
helicopters
and their
fixed wing
escorts were
damaged.
However, the
North
Vietnamese did
not anticipate
a second
rescue effort
from the west.
Duthie was
eventually
rescued by an
HH-3 "Jolly
Green"
helicopter
from
Detachment 1,
37th Aerospace
Rescue and
Recovery
Squadron
(AARS) which
was flown from
a small
"secret" CIA
airfield in
Laos. On their
flight back to
Laos, they
flew close to
Hartman's
position.
After getting
some fuel and
fixing up a
few holes in
their helo
they took off
to attempt a
rescue of
Hartman. The
weather was
good and they
knew the
position of
Hartman. When
the AARS helo
was closing in
on Hartman's
location, they
asked the
Admiral in
charge of
Yankee
Station, call
sign "Jehovah"
for clearance
into the area
to make a
rescue
attempt. The
"Admiral
comment was,
negative
"The Navy
takes care of
it's own so
they were
forced to
abandon the
rescue.
This timely at
the rescue
attempt of
Hartman the
same day he
was shot down
had a good
chance of
success.
Hartman was
located in a
karst ridge
west of Ph Ly
which was an
ideal location
for the pick
up. The AARS
helo command
pilot was
familiar with
the area
having
recently flown
near it. They
had radio
contact with
Hartman on the
ground. The
North
Vietnamese
were not well
organized yet
to find
Hartman or to
defend the
area. However
the attempt
was not
permitted
because some
"Admiral"
wanted the
Navy to do the
rescue. The
decision by
"Jehovah" ,CTF
70, to not
permit the
rescue attempt
of Dick
Hartman by the
AARS helo from
Laos the
afternoon of
July 18th cost
Dick Harman
his life!.
The
Command Pilot
of Jolly Green
37 received an
Air Force
Cross for the
mission.
I am using the
names of the
pilots
involved
because not
only Peter Fey
provides the
names but more
Importantly
both Mike
"Mule" Mullane
in his book
DMF and Larry
Duthie in his
book "Return
to Saigon"
provide
exceptional
descriptions
of the events
July 18th and
use the
pilot's names.
July
19th: Combat
loss; one A4E
from VA-164
lost, pilot
recovered, SH3
helo lost, 4
crew members
KIA-