VA-15 (1967)
Our Second Vietnam Deployment

April 30th, 2024

 I plan to make a significant update this summer.
I hope to receive new information from my squadron mates about their most significant missions during the summer from Yankee Station.

The Magic Carpet Flight Arrived 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.  There are pictures around somewhere.  I hope they turn up. 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).

But Possum had his name tag on his flight suit saying he was LCDR Jerry Terrell and he happen to be 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- 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 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.

We were now to be 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.  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.  Chaf had been arnd a long time but it had the potential to be effective against the threats we woud face in 1967 over North Vietnam.

I will go into the anti-sam (Iron Hand)  tactics we would use on Yankee Station later on.

All my flights in January were MK 76 practice bomb delivery flights.

Light Attack Wing Bombing Derby

It has become 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 "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.
I would win it in 1978 when I was CO of VA-15)

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 and typically to monitor the balance of weapons training to other types of training  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 (Anit SAM) 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

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 wingman 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

The new XO, Cdr Jim Snyder and his wife Joanne

LCDR Possum Trrell 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

New guy Ltjg Ron Gerard on the left

New guy Ltjg Keith Strickland and his wife Marce

New guy Lt 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 A4Bs and
VA-145 Spads based at NAS Alameda and VF-111 Det 11s F8s 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 precticing 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) 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 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 radar with its distinctive raster scan.  I was provided with a set of tapes to use for training our VA-15 Iron Hand 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

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 that were used in the North Vietnamese Air Defense system. 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 was essential for me to be able conduct the training for our squadron pilots in the electronic warfare skills required of a navy Iron Hand pilot.

During our transit 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"

My communication with God was a one sided conversation

Starry Night

St. Elmo's Fire

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

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 the3 ship.

After all the air wing aircraft were loaded on board, the ship got underway for our 38 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 onboard, 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 he 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 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 so drew most, if not all, of the BARCAP MISSIONS.
The Sundowners were the TARCAP for Intrepid's strike on the Phy Ly Railroad bridge on October 9th at the end of our last line period of our first Vietnam deployment. There is a good chance that "Tooter" flew on that mission.

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 (I don't remember who) 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 had the 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.

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 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.  The Spad was 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 three 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 radars 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.

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 due to the same 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 lead through the northern part of the canal toward 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 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)

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 to 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

I had over 100 missions from my first Vietnam deployment from Intrepid in 1966.
I had received excellent training in electronic warfare and the Shrike missile.

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.

Haleaka AE-25

Assembling MK 82s on the hangar deck.
Snakeye fins in the background.

Hoisting an old non thermally coated
MK 111 Fat Bomb

We received bombs, rockets and other ordnance from ships like the Haleakala normally every three days while operating on Yankee Station.

The bombs would arrive on the hangar deck and be stored or assembled and moved to the flight deck.

Some bombs and rockets were temporarily stationed on the starboard side of the island and moved to the aircraft between cycles.

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 on occasion from observing the incoming aircraft relative to targeting balloons.

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 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 shouldn't 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. 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 18,000' 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.

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 127th- 1.3, no weapons load logged, must have been a short cycle strike of some kind ?
June 28th- 1.2,  no weapons load recorded, Iron Hand in support of a strike at Nam Dinh
June 29th- 1.9, 3 Mk82s, 1 Mk 81 small strike on Camera ?

June 29th- 1.4, Iron Hand mission in support of a strike on Haiphong. I was awarded my 2nd NCM with Combat V for this mission.

June 30th- 1.6, 1 LAU 10, Vinh, 50 rnds of 20mm at Vinh, might have been a RESCAP support mission, Lee Cole was shot down in the vicinity of Vinh

We (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 Org
anization 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.

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.  It seems that they used acquisition radars for most of the tracking only using fire control radars to take a shot.

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."


This combat chart is from the collection of the Intrepid Air and Space Museum  and is a gift from the family of VALion Keith Strickland who passed away from cancer after a long carrier with his wife Marce in Saudi Arabia flying ARMCO VIPs around. Marce has remained active in VALion events and attends VALion reunions regularly with her second husband Bob Kryter.

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.

The North Vietnamese simply used floating bridges which they used at night to transport their supplies.

Iron Hand and Flak Suppressor Tactics

This aircraft is actually carrying a big Bullpup missile not a Shrike!

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 aircraft. We never broke section integrity on combat missions. Some squadrons that had squadrons of F8 Crusaders, advocated having our Iron Hand sections consist of one A4 Shrike/Zuni escorted by an F8 TARCAP for MIG protection.

"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

"Alpha Strike Vietnam"
The Navy's Air War 1964 to 1973

Jeffrey L. Levinson

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. 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.

We agree with VA-192 tactic that t
he Iron Hand mission better if we engaged the SAM sites before they were able to fire missiles at the strike group.  Our 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 aquisition (Spoonrest or Barlock) radar signals.  The North Vietnamese standard procedure was to determine the altitude of incoming aircraft by a intitially detecting the aircraft by using aqusition radar and then refine the the information by switching to the sector scan mode. A well trained pilot could recognize this change. 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. 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 so the only real threats remaining at above 15,000 were from SAMs and from MIGs.  We had BARCAP fighters and PIRAZ 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.

The 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.  Each Iron Hand aircraft had a centerline tank, two AGM 45 Shrikes or one AGM-45 Shrike and one LAU 10 5" Zuni rocket pod. . 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 fetermined 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 modified 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 in excess of 10,000'.  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.

July 1st- I flew an Iron Hand mission in support of a strike at Ninh Binh (Route Package 4)

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.


Ltjg Kasch of VSF-3 was shot down on this Hai Duong strike and was not rescued- KIA

July 3rd- I did not fly (SDO ?)

July 4th- I flew an Iron Hand mission but did not fire a Shrike.  I did fire 50 rounds of 20mm indicated that I was involved in a RESCAP.

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 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 my 3rd NCM with Combat V for this mission.

I also recorded my 200th trap on Intrepid after that mission

Cutting the ceremonial cake with Captain McVey after my 200th Intrepid landing

July 6th- I flew as a bomber against the Hai Duong RR/Highway bridge (4 MK 82s, 2 MK 81s)

July 7th- I flew as a bomber at Phu LY southeast of Hanoi (4 MK82s, 2 MK 81s)

July 8th- I flew again as abomber at Hai Duong (4 MK 82s, 2MK 81s)

July 9th- I did not fly that day (SDO)

                LCDR Ed Martin, VA-34 was shot down by a SAM . 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.

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 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 what became my 6th 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 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
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 Deploymen
t 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.

NAS 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.

NAS Atsugi is a little northwest of Yokohama.
Yokosuka Base is a little southeast of Yokohama.

Mt. Fuji is the triangle 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, the 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 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.

The USS Forrestal (CV 59) Fire on July 29th, 1967

The Forrestal fire occurred sometime on July 29th. I think it was about noon or so.  We were only a few miles from Forrestal when the accident happened. Captain McVey maneuvered Intrepid about a mile or so from  the Forrestal to assist in any way possible.

This is what happened based on what I saw, watching the Navy flight deck video, and discussions with Dave Dollarhide who ejected from one of the A4s directly involved in the fire.

As the aircraft on the flight deck were conducting their prelaunch cycle, an F4B Phantom fighter on the starboard side aft of the island had a Zuni rocket fire across the deck; due to a radiation from one of the ship's radars or being overheated by a starting unit next to the aircraft.  The Zuni rocket hit Dave Dollarhide's A4 aircraft which was on the port side of the ship and was fully fueled and loaded with bombs. Some of the aircraft had old non thermally coated bombs due to the shortage of MK 80 thermally coated bombs discussed previously. Dave had no choice but to eject from his aircraft before it was fully consumed by fuel fed fire and bomb explosions. Several of the other A4 pilots on the port side had to do the same thing.  Johh McCain's aircraft was nearby in the fire zone. But John decided to climb up and to the right of the cockpit and grab the inflight refueling probe and swing down to the deck and run away from the fire narrowly escaping serious injury.  Initially the fires consisted of fuel fed fires.  But, as flight deck fire fighters and supervisors approached the burning aircraft in an effort to put out the fires, the bombs began exploding killing and injuring many of them;  134 people were killed and 164 were injured.

A destroyer from the Forrestal Battle group and a helo helping to fight the fire.

The Forrestal limped into port at Subic Bay after the fire. She returned to the states for repairs and made a Mediterranean deployment in 1968.

VA-15 was one of the squadrons in the air wing for that deployment.

Pilots from the Forrestal airwing were given the option to return to the states with the ship or cross deck to one of the other aircraft carriers on Yankee Station.  John McCain decided to cross deck to the USS Oriskany and was shot down after a few missions and demonstrated exceptional courage as a POW.

LCDR Ron Boyle chose to crossdeck to the Intrepid and fly with us in  VA-15.

Our Second Line Period (July 30th - August 25th) (27 days)

There were three carriers on Yankee Station during our second line period.
USS Intrepid (CV-11), the USS Constellation (CV-64), and USS Oriskany (CV-34)

The Intrepid was the day carrier due to the lack of having a BARCAP capability.  Oriskany and Oriskany alternated as the day and night carriers. On a few occasions, all three carriers flew the day schedule for major "Alpha" strikes to targets in Hanoi. The Intrepid and Constellation airwings had similar tactics for approaching major strike targets.  We believed in the effectiveness of our ECM equipent and chose to fly at 18,000 feet or so enroute to the target avoiding the 37mm and 57mm AAA non radar controlled barrage fire.

Air Wing 16, the Oriskany air wing either did not believe in the effectiveness of their ECM equipment or were not comfortable with the reliability of the equipment.  As a result, they chose to fly at an enroute altitude of 10,000 to 12,000 thousand feet to be able to get to low altitude as soon as possible to avoid the SAMs. This made them vulnerable to the 37mm/57mm AAA non radar controlled barrage fire.

The Oriskany lost one third of their pilots and half of their aircraft during their summer of 1967 deployment from as combination of combat and operational losses.

USS Oriskany (CV 34)

The Intrepid and Constellation airwings lost about 25 aircraft each during their Yankee Station deployments using the higher altitide tactics.

The Oriskany airwing lost 40-50 aircraft during their deployment using the medium altitude enroute tactics.

We did not lose any Iron Hand aircraft using our Iron Hand tactics.

Second Line Period Flights (July 30th - August 25th)

July 30th-  I flew a regular cycle bombing mission and expended 4 MK 82s
July 31st-  I flew a regular cycle road recce mission and expended 4 LAU 3 pods of 2.75 rockets

August 1st-   I flew a regular cycle mission and expended one pod of LAU 3 2.75 rockets
August 2nd-  I flew a short cycle mission to Cam Pha and expended two pods of LAU 3 2.75 rockets
August 3rd-   I flew two missions on August 3rd:
 In my first mission, I flew a regular cycle mission but did not expend any ordnance. I logged over an hour of actual instrument time.                      
I suspect that this mission was a weather reconnaissance flight. When we had bad weather, CTF 77 (Commander Task Force 77-the Yankee
 Station Commander would order a section of aitcraft check out the enroute weather to the North Vietnam coastline and radio back a weather
See A Weather Recce Sea Story below

My second misison was a regular cycle mission. I expended 4 Mk 82s

A Weather Recce Sea Story

This as good a time as ever to tell a sea story about such a weather recce that I remember flying.  The weather was terrible and there was no chance that we were going to fly any missions over the beach.  I think the North Vietnamese knew that also.  I think my wingman on this particular flight was Bob Hamel but Dick Nolte claims he was my wingman on the flight. All I know is, whoever it was, he was the typical VALion outstanding wingman.

I worked us below the overcast, only about 500 feet above the water and  got sight of land at the mouth of the Red River. I didn't hear any Barlock acquisition radar as we coasted inland. I figured that  the AAA and SAM  sites would stand down in the bad weather. I made a gradual left turn over some rice paddies to the southwest at about 450 kts  about a mile inland. 

I saw some workers in the paddies and I thought they actually waved at us (I doubt it but perhaps they were shooting at us!). Next, I made a turn back to the south feet wet off shore east of Than Hoa and then flew just off the shoreline at Tinh Gia and just to the west of the Hon Me Island. 

Then I saw that there was
a high point of land a very short distance from us extending into the clouds (Cape Falaise).  I had no choice but to initiate a hard left rate of turn to about 60 degrees angle of bank  and about 3Gs or so.  Bob (or Dick) was on my left wing so  the turn was into him.  He tucked in to a perfect cruise wing position.  I could see his eyes trained on me as his wing tip was about 100 ft above the water.  I remember thinking that only in a squadron that had  this much experience could I have no doubt that he could safely fly such a perfect wing position
under these circumstances.

Combat Tanker Missions

The purpose of Combat Tanker Missions was to put a tanker just off the coast (out of SAM range) but close enough to get fuel for aircraft low on fuel when passing feet wet and needed fuel to get safely back to the ship. Sometimes these aircraft had been hit and were leaking fuel and had to be escorted all they back to the ship to get back aboard. These missions often proved to be vital to saving an aircraft and possibly the pilot. It could be a boring mission when the fuel wasn't needed. Or. it could be exceptionally exciting when it wasn't boring.


Occasionally, the Navy would allow reporters onboard to interview pilots. It was not one of our favorite things to do. It usually would occur on a stand down day when we would prefer to be relaxing, not subjected to the questions of reporters. Most of them were well meaning and their stories were intended for local newspapers featuring pilots from a particular local area. They often contained factual errors but basically accomplished the Navy's "pubic affairs" mission.
The two articles I have included below are examples.

However, there were other reporters; usually from big newspapers or national magazines, whose mission was to get a "hot story" which involved political issues. They refused to understand that the great majority of the pilots flying missions over North Vietnam were simply "doing our jobs" flying the flight schedule. These types of reporters were not interested in that.  They wanted a "big story" with their byline.  They worked very hard incessantly asking questions to try to get us to express an anti-war narrative. I was not interested in talking to this type of reporter.  Some of us took a more aggressive attitude. I remember Moon Moreau threatening to throw a particularly offensive French female magazine reporter over the side if she didn't leave the 2nd deck officers mess.

Two Newspaper Articles

This reporter did OK until he reported that I would roll in at 40,000 feet and pulled out at 500 feet. Our normal roll in altitude in 1967 was between 15,000 to 18,000 feet. We normally pulled out by 4,000 feet if at all possible.

It was frustrating bombing little bridge targets which the North Vietnamese simply built temporary floating bridges they kept alongside the bank in the day and then floated across the canal or small river at night. They didn't need strong bridges as most of their supplies were carried by individual or in ox carts.

A Story about how the warm humid summer weather on Yankee Station affected life on the Intrepid

This reminds me about another interesting aspect about flying on Yankee Station in the summer.  It was hot. It was humid.  The water in the Tonkin Gulf was very warm, about 87 degrees or so.  The Intrepid did not have air conditioning. So, the coolest you could get the ship was about 87 degrees. The Captain did his best to drive the ship into any rain squalls that were around the ship as planes were being respotted between cycles so that the rain and a little bit of wind might cool the ship down a bit. He got very good at having the ship break out of the weather just in time for the launch and
 recovery of aircraft.

Still, we had to learn how to sleep under these conditions.  We were tired but our staterooms were hot and humid. So, we learned to get into a shower briefly (so to speak) in our skivvies (whitey tightees and a T shirt) to get wet and then get into our bunk with a small fan evaporating the water. The evaporation of water cools the surface of the skin.  It worked.

But, some very strange organisms decided to grow in areas of our bodies we preferred they not grow. Possum had written Sarah about our problem. One day, a case of House of Fuller foot spray (about 90% alcohol) arrived in the mail.  Imagine this scene. The person with unacceptable growth of organisms in body creases would get naked and lean over holding himself steady against a bunk with one hand and grabbing his private parts with the other.  His shipmate would spray the affected area.  I think you could hear the screams from a few decks away.  But, it worked!

A great source of information about the life of a A4 Skyhawk pilot onboard Intrepid during the 1967 deployment from the prospective of a junior officer is this book:

"Tripple Sticks" by Bernard Fipp

Bernie was a pilot in VA-34 in our sister A4 squadron, VA-34.

His tale recounts such details as life in a junior officer bunkroom and attempts to cool their living space in the warm and muggy conditions of the summer in the Gulf of Tonkin among other subjects.

August 1967

We had two VA-15 aircraft shot down during the second line period in August.

Dave Thornhill (Thorny) was Shot Down and Rescued on August 1st

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

This combat chart shows the area which would normally be used for a strike on Hai Duong or on the west side of Haiphong.  The strike group would coast in about where the 03 is on the cost and proceed to the northwest toward the town of Ninh Giang and then head north northwest to Hai Duong or north north east to targets on the west side of Haiphong.  This route would keep the fixed SAM sites on the right or straight ahead.

I don't know which was the target area or the date of Thorny's shoot down. I'm hoping he will give me this information so I can update this entry. I don't know whether he was flying CAG Burrow's wing on the strike which he normally did or whether he might have been flying with Jerry Tuttle. I do know that he credits Jerrry Tuttle with saving his life on this strike so Tut probably was instrumental in keeping Thorny safe during the RESCAP. 

After his rescue, Thorny's next stop was the northern SAR destroyer, USS Fox DLG-33, a Belknap Class guided missile destroyer. He was transferred from the Fox back to the Intrepid after a shwoer and his flight suit was cleaned.

Thorny arrives on the "Big Mother" helo
from USS Fox
The USS Fox added their ship's patch after cleaning and drying Thorny's  flight suit.
Bob Hamel is to the right
Bob Cole is pictured above Thorny's right shoulder; Ron Gibson over his left.
The squadron CO, Kelly Car is facing Thorny.

This is one of my favorite pictures from the cruise!

Thorny is super happy to be back aboard Intrepid !
Left to right: Bob Cole, Thorny, me, Keith Strickland. Pete Schoeffel is over my left shoulder.
Photo is copied from Intrepid's 1967 Cruise Book

Ron Gerard's Shoot Down

Ron Gerard was shot down and rescued in August. I'm not sure about the date but here is his story:

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

This combat chart shows the area east of Ninh Binh in northern Route Package 3 and southern Route Package 4. Ninh Binh is well defended by a SAM Site at the town and a few AAA sites (like #73) between NInh Binh and the coast.

I'm not sure if this is the area where Ron Gerard's aircraft was hit but it will do as an example for now. Ron's aircraft was hit by 37mm or 57mm while conducting road reconnaissance to the southeast of Ninh Binh. The AAA hit the aircraft in the nose blowing it off the aircraft. The radio which was located in the nose was blown away. The only thing between Ron and the wind was a piece of armor plating which saved his life. The aircraft also suffered a hydraulic failure resulting in reduced hydraulic pressure to operate the landing gear and flight controls.

Ron's section leader advised the ship that Ron had no radio and that his aircraft was damaged and that he would be making a straight in approach to the ship.  The flight lead did not know that Ron had limited hydraulics. Ron used a back up compressed air system to blow the landing gear down. For some reason the LSO did not know that Ron's aircraft was damaged. Ron's aircraft was trailing light brown smoke which wasn't typical of an A4C. It was typical of the A4Es on the Constellation.  The LSO thought that Ron''s aircraft was an A4E from the Connie making a pass on the wrong ship so waved him off.  Ron did not have enough manual flight control to execute a turn to the down wind leg so he ejected as he went past the LSO platform. (Wave me off will ya. I'll show you!) Ron landed in the water abeam the ship and was picked up by the Plane Guard Destroyer and returned to the ship by helo (The Angel).

Ron Gerard wet but back on deck.
Bob Cheyne in his red flight deck shirt is over Ron's right shoulder.

From My August Flight Log Book

August 4th-  More bad weather. I flew a  night flight  under Mk 24 parachute flares and expended 2 Mk 82s and 1 Mk 81
August 5th-   Another night flight. I did not expend any ordnance and flew  an actual instrument night approach and trap

August 6th-  I didn't fly that day (I was probably SDO again)

August 7th-  I flew  a regular cycle mission and expended  4 MK 82s and 50 rounds of 20mm. It must have been a RESCAP situation.(My 140th mission)
August 8th-  I flew two regular cycle combat missions. No mission details.
August 9th-  I flew a bomber mission and expended 6 Mk 82s

August 10th- It was an interesting day.  There were several major strikes to Hai Duong from all three carriers that day. I flew two missions that day.
I was a bomber on a major strike to Hai Duong on my first mission early in the day.
On my second mission, I expended 8 Zuni rockets (2 LAU 10 pods worth) and 50 rounds of 20mm flying an Iron Hand mission with Possum.
It must have started as an Iron Hand mission but turned into a RESCAP mission because of the 50 rounds of 20mm. What wasn't debriefed in
CVIC at the end of the flight was that only 7 of those rockets were fired at the target. 

I fired the 8th towards Possum early in the flight.  I was flying in combat cruise switching sides during some extreme maneuvering when I
 inadvertently fired a single Zuni.  It went harmlessly below and behind Possum and he never saw it.  There was plenty of action going on at the
 time. I didn't tell him about it until several nights later when we were sharing some Johhy Walker Black in his stateroom.

On August the 10th, one of the VF-111 Sundowner F8C Crusader pilots was shot down.  I don't know which of the pilots or whether he was on a TARCAP mission or escourting a VFP-63 RF8 on a photo recon mission.  I suspect that it was probably Ltjg Rick Wenzel.  Because if it were "Tooter" Teague, Tony Nargi, or Joe Satrapa, I think I would have remembered.

Perhaps one of the VALions who reads this will tell me more!

August 11th- I didn't fly that day.

August 12th- I flew two missions on August 12th.

The first was an Iron Hand mission in support of a major strike to Phy Ly. I expended four 5" Zni rockets ion support of that strike.

This combat chart shows the strike groups' area of ingress over the Red River over SAM site #35 at Nam Dinh and on to the northwest to Phu Ly where SAM site #88 is located. There were two important targets at Phu Ly; a railroad yard and the railroad bridge over the tributary of the Red River which flows to the northeast.  Phu Ly is well defended by SAMs located at Nam DInh enroute (Site #35) as well as a radar controlled 85mm AAA site (# 174) north west of Nam Dinh and a SAM Site at the target (Site #88).  Phu Ly is also within the normal range of the MIG threat. Hanoi is located a short distance to the north north west from Phy Ly.  So, significant Iron Hand, BARCAP, and TARCAP support were required for strikes at Phu Ly.

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 have highlighted key areas)

My second mission on August 12th was an Iron Hand mission in support of a major strike to Haiphong.

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 expect that we had three Iron Hand sections assigned to that strike; one to the west of Haiphong at site #99.

My section's assignment was to eliminate the SAM threat from sites #137 and #228 to the southeast of Haiphong.

I expended one AGN 45 Shrike on that mission.  It was on that strike that I observed an SA 2 launch from one of the sites but it was command detonated over the site when I fired my Shrike "down the throat".  It was exhilerating to watch that Guideline missile explode raining debris over the missile site below.

The third section was probably assigned to the south of Haiphong at site #389.

                      USAF Strike on the Paul Doumer Bridge in Hanoi on August 12th, 1967

The Johnson administration began approving additional Alpha Strikes against some major targets in the Hanoi and Haiphong areas.

On August 12th the Air Force flew a major strike against the Paul Doumer Bridge in Hanoi. F-105 Wild Weasel iron hand aircraft attacked SAM sites and about twenty F-105 strike aircraft attacked the bridge.

Five Air Force Crosses were awarded for this strike. One for the Wild Weasel flight leader and four for strike division leaders.
One of the Ar Force Crosses was awarded to Col. Harry Schurr who would be my Commander of the 4519th Combat Crew Training Squadron on the 23rd Tactical Fighter Wing when I was on my Air Force Exchange tour with McConnell Air Force Base in 1968.

August 13th- I flew one regular cycle mission on August 13th and expended 4 MK 82s

August 14th- I did not fly on August 14th
August 15th-  I flew two missions on August 15th:
                       The first mission was a regular cycle mission.  I fired a MK 4 gun pod on that flight. (It was my 150th mission)
                        The second mission was a short cycle mission on which I expended 4 Mk 82 bombs
August 16th-  I flew a regular cycle mission and expended 4 Mk 82 bombs
August 17th-  I flew a regular cycle mission and expended 4 MK 82s and 2 Mk 81s.

Bomb Damage Assessment (BDA)

The strike leader or flight leader gives a debriefs in CVIC immediately after landing which includes what damage he thinks we did on the target; reports like 100% bombs on target".  But how do we know for sure that the target has been destroyed and we don't have to go back and hit it again. There were various photographic collectors outside the ship that provided such information but usually too long after the fact to be useful in the short term.  If the target is important enough and near real time feedback is desired, an airwing RF8 will fly a BDA flight immediately after the strike.  The film is developed and then evaluated by the photo interpreters in CVIC. In this case, the center span of the bridge is confirmed to be broken and the bridge is out of service for now. 

VFP-63 RF8

A photo interpreter at work

Barracks Before the Strike

Barracks After the Strike

My brief R&R (Rest and Recreation) at Chu Lai on August 18th, 1967:

My mission on August 18th was an interesting one. After flying my mission, I returned to the ship and entered the break for a normal recovery. 
But as I initiated my turn from the 180 position opposite the LSO platform on the port aft end of the flight deck, I noticed that my elevator trim would not increase with my decrease in air speed. I had to hold a lot of back pressure to keep the nose at the correct attitude. I notified the Air Boss in the tower (Pri Fly) about my problem and after consultation with our ready room, they decided to bingo me to the Marine Corps base at Chu Lai.  It turned out that if I should bolter on my pass that I would not be able to rotate the aircraft and would have to eject resulting in the loss of the aircraft.  I needed fuel for the bingo so I found the duty tanker and got some fuel before leaving the area of the ship.

Chu Lai was located in I Corps in South Vietmam just south of Da Nang and Hue.

The Marines flew A4 Skyhawks there so they ha the
 maintenance capability to resolve the problem.

I flew to Chu Lai and landed without incident.  I talked to the maintenance guys there and it turned out that they had only A4Es and did not have the part for an A4C.  I asked them if they could use the A4E part to set the trim to just below landing trim (about 6 degrees nose up) and then disconnect the trim. That way I could fly the plane dirty (gear and flaps down) to the boat at 150 kts or so and then land. The aircraft trim of 6 degrees of nose up would allow me to comfortable fly the aircraft to the ship at 150 kts.  This would be a little under trimmed for landing which would allow me to ease the nose down in close if I needed to.  They agreed to my plan but said they wouldn't have my plane ready until the morning. So, I checked into the BOQ and then went to the Officers Club to get something to eat.  I discovered that I had arrived on steak night.  So, I had steak and a fresh salad with some beer. That was my brief R&R.

I did have a pleasant surprise though. Remember that Marine who drove with me after we got our wings in February, 1965 from Kingsville, Texas to Memphis for Maintenance Officers training? (see Chapter Three) Well, he was there at the Officer's Club in Chu Lai.  He was there for his Vietnam tour.  He spent the first party of his tour flying Skyhawks in support of ground operations.  He was now in the second portion of his tour, being a ground FAC (Forward Air Controller) with Marines in the field.  He was taking a break enjoying steak night also.  What a coincidence!

I got up early (August 19th) and flew with the landing gear and flaps down (dirty) to the ship and landed with no problem at the end of the second cycle time. Our maintenance guys replaced the A4E part with an A4C one and the plane was as good as new.

August 19th-  I flew a second mission and expended 6 Mk 81s (This mission qualified me for my 14th Strike Flight Air Medal)
August 20th-   I did not fly on August 20th

August 21st- I flew a regular cycle flight to a place called Port Wallut near Cam Pha northeast of Haiphong.

Port Wallut is well northeast of Haiphong on the east side of the Cam Pha peninsula.

I expended a pod of Zuni rockets on the regular cycle flight (1.5 hours).

I suppose the target might have been a boat or two in the Port Wallut harbor area.

USS Oriskany Strike on the Hanoi Thermal Power Plant on August 21st, 1967

A major strike was flown by CAG 16 from the Oriskany.  It was a six plane strike strike by VA-163 against the Hanoi Thermal Power Plant on August 21st, 1967. "In order to knock out the power plant, we needed to put four Walleyes on target". Figuring to loose a couple of people in the process they took six pilots {A4 Skyhawks)". The VA-163 Commanding Officer, Bryan Compton "lead the strike with future four star Admiral Jim Bussy, Cramer, LCDR Jerry Breast, Vance Schufeldt, and Ltjg Fritz Schroeder. Each of us had a different location on the main generator remembers Bussy. Two of us were hit on the way in to the target area. .... Five Walleyes were fired and five bulls-eyes resulted, three striking the generator Hall and two the boiler house.... Official accounts of the strike report Bussy's aircraft {had} more than 125 holes.... and was on fire. Cramer, who never made it to the target  made it back to the ship on fire and with an assortment of aircraft damage. ("Alpha Strike Vietnam" ,pages 207, 208). "Bryan received a Navy Cross and Bussy was put in for a Silver Star, later upgraded to a Navy Cross. Jerry Breast got a Silver Star". ("Alpha Strike Vietnam" page 210)

CDR Jerry Breast was my XO of the VA-82 Marauders (A7Cs) for Operation Linebacker 1 in during the summer and fall of 1972.

August 22nd-  I flew a mission to the Nam Dinh area and expended one LAU 3 pod of 27 2.75 rockets. It was probably a road recce flight.
August 23rd-  I did not fly on August 23rd

August 24th- I went back to Port Wallut. This time though the ordnance was 2 MK 83 1000 # bombs.

Apparently, one of the photo interpreters must have discovered a hard target (a high priorty target qualifying for MK 83 1000# bombs)

It was my last mission of the Second Line Period and my 160th mission.

I don't remember what the target was that justified the Mk 83 1000# bombs.

"Rig the Barricade" - "This is Not a Drill"

Every once in awhile after the last aircraft has landed in a recovery, the Air Boss  will call out to the flight deck crew to "Rig the barricade".

The crew responds in a clockwork like performance to see if they can rig it properly in a faster time than during the last drill.

After the barricade is rigged, the Air Boss will make a call like "Great job, bravo zulu 1 minute and 57 seconds".  Or perhaps, "Airman Jones, what were you thinking of when you ....."

However, occasionally, it is not a drill. Like one day when VSF-3 aircraft 110 could not not lower any of his landing gear.  Perhaps he had a complete hydraulic failure and the back up system didn't work. If he had been able to get only one main landing gear down, the Air Boss would have directed him to eject alongside of the ship because it was too dangerous to try to make a trap or to use the barricade.  But, in this case, with no gear at all, it was safe to use the barricade. When using the barricade, the pilot made a normal carrier approach only instead of getting a wire, the aircraft is brought to a stop with the barricade. The only difference is that you cannot wave off in close because being snagged by the top of the barricade could be disastrous.

VSF-3 aircraft 110 making a gear up approach to a barricade landing.

A barricade landing normally causes relatively little aircraft damage.  In this case, the centerline drop tank and both TERs have impacted the deck.  The airframe damage to the leading edge of the tail and wings is usually repairable in a couple of days.

Jerry Tuttle Makes a Statement about VA-15's Maintenance Prowess and Combat Readiness

Again, I'm not sure on what date this event took place.  But, it is most likely that it occurred a few days prior to our Cubi/Hong Kong port visit at the end of our Second Line Period. The scene; the airwing was scheduled for a major strike sometime after noon.  Every weapons capable/"up" aircraft that wasn't blocked in the hangar bay would participate in the mission. VA-15 was scheduled to fly 12 of the 14 aircraft aboard. 

The first thing Jerry Tuttle did was to make sure that none of our aircraft were blocked in the hangar bay. Next, he made sure that we had our 13th aircraft was ready to be launched as a mission spare in case either  VA-34 or VSF-3 had an aircraft that went "down on deck" (developed a maintenance problem that precluded it from going on the strike) and didn't have a spare on deck to take it's place. Then in a show of confidence in our maintenance folks, he arranged for our 14th aircraft to be launched to Cubi for "corrosion control" earlier in the day before the big strike.

Sure enough, during the pre launch sequence, either VA-34 or VSF-3 had an airfcraft go down prior to launch and  they didn't have a go spare available. So, our spare was a go bird and was launched along with all our 12 scheduled aircraft on the strike.  That meant we had all 14 of our aircraft off the ship at the same time.  As soon as the last strike aircraft was launched and the flight deck was clear, our Maintenance Control Officer, Lt Morris E. Shepard, brought a folding  "beach type" chair out on the flight deck along with a newspaper.  The crowd went wild!  Every member of the VA-15 Maintenance Department "beamed" with pride. Jerry Tuttle had made a statement about our high level of maintenance prowess and combat readiness.

I remembered this and when I was CO of VA-15 in 1978 on an ORE (Operational Readiness Evaluation), I followed Jerry Tuttle's lead and had all our A7Es launched on the final big strike mission.  The Commanding Officer of the USS America (CV-66)  got on the mike from the ship's bridge and using the the shipwide communication system (1MC) announced that VA-15 had just launched every one of it's aircraft on the final strike of the ORE.  The morale of our maintenance troops rose accordingly with pride in their accomplishment.

August 28th to September 14th- Intrepid's Second Port Visit (Cubi Point/Hong Kong)

August 27th- I flew off the ship from the Tonkin Gulf in A4C 148446 to NAS Cubi Point (2.2 hours). The other airwaing aircraft may have flown off to Cubi also.

Intrepid arrived at Cubi Point on August 28th or 29th for a day or so and then went to Hong Kong for about a week.  Intrepid  returned to Cubi Point for a day or so before leaving Cubi about September 13th before returning to the Tonkin Gulf about September 15th.  It was typical for an aircraft carrier to go to Hong Kong from Cubi and then return to Cubi before returning to the Tonkin Gulf (some political thing).

This schedule gave Jerry Tuttle the opportunity to play a practical joke on Frog Wigent, the CO of VA-34

Because the ship was required to come into port at Cubi before and after going to Hong Kong, it provided the Maintenance Department the opportunity to leave a corrosion control detachment at Cubi Point while the Intrepid was in Hong Kong.  So, Jerrry Tuttle not only decided to repaint one of our aircraft, but also to execute another more nefarious plan. I don't know who he left behind to coordinate this "nefarious plan, but I suspect it might have been Shep. VA-34 only left a "skeleton crew" behind to provide
security for their aircraft.  As it turned out, their skeleton crew" was insufficient to provide adequate security. Perhaps their people were more focused on liberty in Olongapo than standing the required line security watches.

When the VA-34 security people "had their backs turned", our people drove an aircraft tractor up to one of their aircraft and towed it into our corrosion control hangar. They stripped the existing paint with the VA-34 markings, did whatever corrosion control was required, and repainted the aircraft with the VA-15 paint scheme with side number 313 (the numbers X08 and X13 were not traditionally used for some reason). When the work was complete, they towed the aircraft to the VA-15 line. When it was time to fly to the aircraft back to Intrepid for the Third Line Period, VA-15 flew 15 aircraft back to the ship.  VA-34 sent 14 pilots to fly back to the ship but they were one aircraft short. The 14th pilot had to fly out to the ship on the COD.

Frog Wigent was more than upset. He was livid.  He went to CAG Burrows and demanded that Jerry Tuttle be court martialed.  CAG through Frog out of his office saying that if Frog had better control of his aircraft, it would never have happened!!

I did not participate in the Hong Kong Port visit. Instead, I lead a section of squadron aircraft from Cubi Point to Atsugi via Kedena AFB in Okinawa. My wingman was Bob Hamel.  His wife Lynn was able to fly to Tokyo meet Bob.

August 28th-  Bob Hamel and I flew from Cubi Point to Kadena AFB, Naha, Okinawa (2.3 hours)                   

Kadena AFB, Naha, Okinawa

August 28th- I made a phone call from Kadena AFB to Yokota AFB to arrange a meetup with Stephanie in Tokyo.
Then, Bob and I flew from Kadena to NAS Atsugi, Japan (2.7 hours)

Upon landing at Atsugi, we turned the two aircraft in to Nippon Aircraft Company for repainting. I think I was selected for this responsibility because I was a qualified section leader and because Jerry Tuttle had confidence in me due to my experience as the Aircraft Division officer last cruise.

Bob and I checked in to the BOQ.  I probably sure we went to the O'Club for a few beers and a steak and, most likely, got a haircut and a "hotsi bath"at the BOQ; possibly with Nancy again.  Bob took the train to Tokyo to meet Lynn.

Atsugi BOQ

Hotsi Bath
The water was very hot!

Hotsi Baths always included a message
and a manicure if you wanted one.

After the short stop at Atsugi, I took train to Tokyo to meet up with Stephanie.

This time I stayed at her apartment

On some days, she had to work. So, I slept in and then took the subway to some shrine or other touristy location on my own and then met her at a restaurant after she finished work. We enjoyed both Japanese and western style restaurants and food.  

On a couple of occasions we met up with Bob and Lynn Hamel. On one night, the four of us visited various clubs around Tokyo. We had a great time. Lynn recently told me how we would never have been able to do that without Stephanie as our guide. On another day, Stephanie took us on a guided tour of Tokyo including the American embassy. Of course, Bob and Lynn knew I was married; Stephanie did not!

Being with Stephanie was an opportunity to have a great time while relieving relieve the stress involved in combat flight operations.

One night, toward the end of this Tokyo visit, someone broke in to Stephanie's apartment and stole all my cash; I had (about $200). We discovered the break-in when she was getting up for work. After she left  for work, I decided to report the break in to the building manager who spoke pretty good English. Stephanie was upset that I reported the theft but wouldn't say why. I'll reveal that a bit later.  She loaned me about $100 to get by on during my trip back to Atsugi and the ship.

I returned to Atsugi to meet up with Bob to pick up the newly repainted aircraft .

September 11th- We flew from Atsugi to Kadena (2.3 hours) and then from Kadena to Cubi Point (2.2 hours).

The ship left Cubi Point and returned to Yankee Station to begin our third line Period.

Our Third Line Period (September 16th - October 12th) (26 days)

I don't know whether we ever had four carriers on Yankee Station during this line period but it does represent the all out effort the Navy and Air Force made during this time frame. We did have three airwings from three carriers participate in Alpha Strikes to Hanoi, Phu Ly, Hai Duong, Haiphong, and the Thanh Hoa Bridge.

The North Vietnamese countered with expending their SAMs freely and sending their MIGs almost to the coast on occasion.

There were several engagements with MIGs including one which involved many MIGs  and twelve A4s during one strike to the Hai Duong Railroad and Highway Bridge between Hanoi and Haiphong.

The Third Line Period was Action Packed!

I flew 22 combat missions and 3 non combat missions during the third line period.

September 16th-  Regular cycle, bombing mission, 4 MK 82s

September 17th - Regular cycle, bombing mision, 6 MK 81s
September 17th-  Regular cycle, bombing mission

September 18th-  Short cycle, Iron Hand mission, Haiphong, 2 AGM-45 Shrikes, 50 rnds 20mm
September 18th-  Short cycle, Iron Hand mission, Haiphong, 1 AGM-45 Shrike,  4 Zuni rockets (LAU 10)

September 19th-  I did not fly (SDO?)

Daring Rescue Attempt

Somewhere during our time on Yankee Station, a small special forces team arrived onboard Intrepid by helo one evening after our last recovery.  The team consisted of a combination of American special forces and Montagnar tribesmen. They caused quite a stir on the mess decks when they had a meal before their operation.  The team departed by helo during the dark and were inserted somewhere in the vicinity of Thanh Hoa. Their mission; to find and extract an Air Force F4 crew who had been shot down on a Thanh Hoa bridge strike. The team encounterd numerous North Vietnamese army  personnel during their mission. There were many  enemy  soldiers  KIA without any  friendly casualties.  Unfortunately, the were unable to find and rescue the F4 pilots.  The team was extracted by helo and returned to the ship before sunrise.

The Montagnar (AKA Degar, AKA People of the Mountain in French) are an indigenous people of the Central Highlands of Vietnam.

The Montagnar were well versed in the jungle environment (like the Negredo in the Phillipines). The Montagnar were trained by American special forces early in the war and were invaluable in our  efforts against the Viet Cong and North Vietnam regulars.  The Montagnar were especially helpful in the defeat of the North Vietnamese during the Tet Offensive in 1968.

Back to "Routine" Flight Operations

September 20th- Regular cycle, bombing mission, 4 MK82s (my 15th Strike Flight Air Medal)

September 21st- Short Cycle, Iron Hand mission, Haiphong, 1 AGM-45, 4 Zuni rockets (LAU 10).
I was awarded my second Navy Achievement Medal with Combat V for this mission.
(Administrative delays reversed the order of my NAMs)

September 22nd through September 25th-- I did not fly (stand down?)

September 26th- Short Cycle, Iron Hand Mission, Haiphong, 1 AGM-45 Shrike.  I was awarded my 1st Distinguished Flying Cross with Combat V for this mission.

I believe this DFC may have been in recognition of several Iron Hand missions flown between September 18th and September 26th where I expended 5 AGM-45 Shrikes and numerous Zuni rockets from LAU 10 pods against North Vietnamese SAM sites in the highly defended Route Pack 6B area.

I consider it as a recognition that our SAM tactics were effective!

We had a few days where we flew close air support missions for US Marines at Con Tien and other US military bases just south of the DMZ.

September 26th- a 2.0 combat mission (50 rnds 20mm) with landing at Da Nang Air Base,  "I Corps" South Vietnam
September 26th (my third flight that day), a non combat flight from Da Nang back to Intrepid
September 27th- I didn't fly that day
September 28th- a 1.3 combat mission from Intrepid landing at Da Nang (my 170th combat mission)
September 28th-  a non combat mission from Da Nang landing at Da Nang
September 28th (my third flight that day)- a non combat flight from Da Nang landing back on the Intrepid

Now, back to North Vietnam missions:

A Not so Routine Mission for Dave Thornhill (Thorny) (again)

I am not sure of the date of this mission.  But I remember the important details. Thorny was flying CAG Burrow's wing again on a major strike in Route Pak 6B.  The weather was very marginal.  But CAG decided to descend below the overcast and continue to the target. Of course flying just below the overcast gave the gunners below a good idea of the fight's altitude (they had weather guessers too).  So they could set the 37mm/57mm destruct altitude accurately which provided dense barrage fire at the strike aircraft altitude. Luckily, the strike group managed to get to the target OK.  But, Thorny's aircraft took a direct hit to the cockpit on pull off.  The shell went through the cockpit from the left side  blowing the top of Thorny's ejection seat off and through the right side of the cockpit. The upper ejection seat actuator was gone so the seat could fire at any time.  Thorny managed to get to the coast OK but could not hear anything but the roar of the wind through the cockpit. He successfully returned to the ship and landed safely without the ejection seat firing on landing.  About as close as you can get!  CAG Burrows apologized to Thorny after the flight for putting him in danger!

We saw lots of action during the two week period from September 29th through October 12th
Most of our missions were in Route Package 6B in the Haiphong to Hai Duong area

This is one of my combat charts

September 29th- a 1.3 combat mission
September 30th- a 1.8 regular cycle, probably a RESCAP mission or Close Air Support Mission to I Corps", 2 LAU 10 rocket pods, 2 LAU 3 2.75" rocket pods , 50 rnd 20mm

October 1st-  I did not fly October 1st

October 2nd- a 1.8 mission carrying 2 Mk Gun pods, probably a close air support mission for the Marines south of the DMZ

October 3rd- a short cycle (1.3) Iron Hand mission to the port of Hon  Gai (well to the northeast of Haiphong).  The Port of Hon Gai consisted of numerous kearst type islands. 
I would fly numerous mining missions to Hon Gai in the summer of 1972.

October 3rd (my second mission)- a short cycle (1.3) Iron Hand mission to the Haiphong area, 1 AGM-45 Shrike, 4 Zuni rockets (LAU 10).
I was awarded my 4th NCM with Combat V for this mission.

A VSF-3 pilot was hit on a mission to the Haiphong area. He ejected as soon as he was safely off the coast as as his cockpit was on fire and was rescued.

October 4th- A short cycle (1.3) Iron Hand mission which turned in to a RESCAP mission for Pete Schoeffel

October 4th- A short cycle (1.2)  Haiphong, RESCAP , 4 Zuni rockets, continuing RESCAP for Pete Schoeffel
I was awarded my 1st NAM with Combat V for this mission. (Administrative delays reversed the order of my NAMs)

October 4th,1967

Our Operations Officer, LCDR Pete Schoeffel was shot down while conducting flak suppression in support of a strike on a ferry crossing just west of Hai Phong.  He was hit during his rocket delivery. His aircraft was observed to be on fire in a steep angle toward the ground. We were pessimistic about whether he got out of the aircraft befote it hit the ground.

But, the next day, a picture of his military ID Card was on the front page of the Hanoi newspaper.  It was confirmed sometime later that he was a POW. 

Pete was fortunate that North Vietnamese army soldiers got to him before the local people had achance to hurt him severely.
The North Vietnamese transported Pete to the main prision in Hanoi for processing; The Heart Break, T Bird.
Pictures taken by the North Vietnamese

Pete was moved to the "Zoo" annex of the Hanoi Hilton where he was incarcerated from October 1967 through Februsry 1968. He was moved around to various prosons in the six years and five months as a POW before being released on March 14th, 1974. As I work my way through the memoir, I'll mention where Pete wsas being held while I was nejoying my navy career flying F-1065 Thunderchiefs on Air Force Exchange and then fying the A7E with VA-82 in the Med in 1971 and in 1972 flying the A7C during the summer and fall of 1972.

This is a picure of Pete enjoying his freedom on the flight back from Hanoi to Hawaii on March 14th, 1973.

Shortly after his release, Pete visited Mary and me in our quarters in Bracknell, England while I was attending the Royal Air Force Staff College.

LCDR Pete Schoeffel, Operations Officer
Attack Squadron Fifteen VALions

Shot down October 4th,1967
POW October 1967- March, 1973

Commanding Officer of VA-82 (A7E Corsairs)

Retrired as a Captain US Navy on September 1st, 1982

Pete and I have grown to be very good friends.  He and his wife Jane live nearby in Jacksonville, Florida.  Pete and I ride together to two Navy functions a month; the monthly meeting of RETCAPTS (Retired Captains) on the sccond Wednesday of the month and the Bald Eagle Squadron of the Association of Naval Aviation which is held on the third Tuesday or Thursday of the month. We share an interest in reading especially in Naval History. He is an excptionally fine gentlemen.

October 5th, 1967 MK 36 Destructor Mining Mission, Hai Duong Railroad and Highway Bridge
An Exciting Day for Me!

This mission was a major airwing strike flown to the Hai Duong Railroad and Highway bridge.  Hai Duong was located west of Haiphong on the main road/railroad access to Hanoi.  The target had been struck many times and the bridge was destroyed and the bridge parts, road rubble, and railroad tracks were on the banks and in the river. This bridge was exceptionally important to the Vietnamese. So, the objecive of the misson was to mine what was left so that the North Vietnamese could not repair it. We used a new technology weapon called Destructor Mines. There were two sizes of Destructor MInes; a modified Mk82; called a MK 36 and a modified MK 83 called a MK 40. We only had the MK 82 version. Destructor Mines had a special infuence fuse whiich could detect metal objects (tools, even nails in work boots) and detonate the mine at the closest point of approach (CPA) of the metal object.

Destructor Mines had Snakeye fins which increased the amount of steel fragments over conical fins.

The snakeye fins would open up increasing the angle of the bomb at impact.

We had about 18 aircraft (8 from VSF-3, 8 from VA-34, and 6 from VA-15) each loaded with 4 MK 36s for a total of 72 mines. One of the other carriers provided 4 BARCAP aircraft (2 sections)  between Hai Duong and Hanoi.  Our VF-111 Det 11 Sundowners flying all four of their F8C Crusaders flew two sections of TARCAP. VA-34 provided a division of Flak Suppressors (4 aircraft) and VA-15 provided three sections (6 aircraft) of Iron Hand anti sam aircraft. In total, the strike group consisted of 4 BARCAP, 4 TARCAP, 4 Flak Supessors, 6 Iron Hand, and 18 bombers, a  total of about 36 aircraft.  VA-15 flew 12 of its 14 aircraft on this one strike.

A Message from God?

On my way to the catapult for launch, I heard this message in my headset;
"You shouldn't  go on this mission today"!

Was this a message from God?  Does he know something that I should be afraid of?  Should I down my aircraft and abort the mission? I've never considered aborting a mission before.

I decided to go on the mission.  If Jerry Tuttle found out that I downed a perfectly good aircraft, I'd be in big trouble.

The Bottom LIne: I was more afraid of Jerry Tuttle than God!

The 18 mining aircraft with the 4 Flak Suppressor aircraft just ahead of the mining group flew on the ingress route at the mouth of the Red River  indicated on the chart above.  The two sections of F4 Phantom BARCAP were stationed to the west and southwest of Hai Duong toward Hanoi under control of PIRAZ (the Yankee Station Air Defense ship, a cruiser).  VF-111 Det 11's two sections of F8C TARCAP were on our left between the main body and the MIG threat.  The sections of Iron Hand were orbiting their assigned SAM sites ready to fire down the throat Shrikes should a SAM lift off.  LCDR Jerry Tuttle was the leader of the main body with his 4 aircraft. The VSF-3 and VA-34 miners followed Jerry Tuttle.  I was the section leader of the last section planned to deliver mines on target (Tail End Charlie).  Because we were the last to roll in, I briefed my wingman, Steve Smith, one of the new guys who I hadn't flown with before, that I was going to pull off opposite to whatever direction most of the sections of aircraft used for their pull off.

The flight went well with no SAMs launched  along our route. We had some Firecan/Flapwheel AAA search indications but no lock ons. This was an indication that MIGs might be coming. The North Vietnamese didn't tend to fire when their own aircraft were in the area.  The PIRAZ ship announced the code word for MIGs airborne when we were about a third of the way from the shoreline to the.  Our Sundowner TARCAP did not get distracted and stayed with the strike group.

When we were sohtwest of the abandoned Ken An airfield, Jerry Tuttle thought he saw a Beagle (airborne command and control aircrfaft) toward our northwest, so he called out a boggy in that direction.  The TARCAP went to  investigate.  The TARCAP found nothing and by the time they turned back, we were almost to the target.  As it turned out, none of the F8s saw any MIGs!

Then it got interesting.  The division of Flak Suppressors lead by LCDR Eddie Gilreath (CAG OPS Officer) were engaged by 4 MIG aircraft.  The MIGs overshot (like they did with our Spads the last cruise) and the Flak Suppressors fired their Zuni rockets at them; no hits. The MIGs bugged out. Two other MIGs engaged a section of the main body sometime in the fray; no hits by either side.  The rest of us descended in to our roll in points and delivered our mines. Destructor Mines do not supply any spectacular BDA, they just hit and stick in the mud. They explode later when the repair workers arive with their tools.

There was a lot of non radar controlled 37mm and 57mm at the roll in altitude and in the bomb runs!

Most of the bombers pulled off to the left away from Hi Duong.  I pulled off to the right hoping to confuse the optical AAA gunners. But as I pulling off anmd to the right (about 4,000 ft), I felt tand impact and knew that I was hit  I didn't know it at the time, but it hit just aft of the tail the hook attach point, went through the bottom of the engine shroud (tail pipe), behind the engine turbine (thank goodness) and continued through the top of the engine tail pipe and out the tail in fragments.  Some of the hot engine exhaust was routed where it wasn't supposed to go (out the tail) burning the aluminum skin of the aircraft and turning on the yellow flshimg Master Caution Light and the red Fire Warning Light (the fire warning light sensors are attached to the tail pipe). I continued my high G turn to the southeast and glanced at my engine instruments; all normal- EGT (exhaust gas temperature) and RPMs (near 100% and steady).  I transmitted that I was hit and had a fire warning light.  Steve Smith said "You're on fire". He saw black smoke from the tail. A4Cs don't normally leave a smoke trail; A4Es do.  I didn't think I was on fire because  my engine instruments were normal. I reduced power a little to see how it would react and to let Steve catch up.  He was a mile or two back.  After a while, my fire warning light went out; appparently the sensor burned up. I transmitted that my fire waning light was out. Steve transmitted, "you're still on fire".  I was flying at 4,000 feet because I wanted to stay as fast as I could to get "feet wet" (over the water) as soon as I could. I was doing about 550 kts. I didn't want to gain altitude at the cost of slowing down.

When I was passing a couple of miles to the east of the abandoned Ken An airfield , I saw two MIG 17 aircraft flying in the oppostite direction below my altitude.
I think they were about 3,000 feet. They were really no threat to me (we had a closure rate of about 1,000 kts or so) and I didn't think they would want to engage in a fight that would take them close to the coast. I did call out "Pouncer 2, MIGs at 3 0'clock low".  I had adopted the personal call sign "Pouncer" as that was the Iron Hand mission call sign.

This MIG 17 Fresco is on display at the "Mighty 8th Air Force" Museum just off Interstate 95 near Savannah.
There were two MIG 17s.  One was painted in a cammoflage paint scheme like this one from the 8th Air Force Meseum.

The other one was in the original non painted aluminum scheme; probably a Russian aircraft and pilot or at least a newly arrived MIG.

After my debrief with the Air Intelligence Officers in CVIC, they concluded that they were MIG 17 Frescos.

I don't remember which MIG aircraft had the lead.

I thought thought that the MIGS would not engage us until I saw both aircraft start a turn up towards. I knew that I wasn't the target because of our closure rate. But, it occurred to me that Steve was the target because he was a mile or so behind me. Steve still thinks today that I was crazy to engage a section of MIGs when my aircraft was on fire. He didn't, an still doesn't buy my rationale that he was the target and that by attacking them, they would have to ignore him and counter my attack. Of course, the MIGs didn't know that I had only 75 rounds of 20 mm and wasn't much of a threat to them.  The momentum of the engagement was to the southeast toward  the water. After a couple of turns, the MIGs bugged out to the northwest.

As soon as we got about 10 miles or so "feet wet", I started a climb to higher altitude and slowed down so that Steve cold rendezvous with me and check me out. He inspected the jagged holes in the tail of my aircraft; AAA holes were usually bent in from a shell going from outside the aircraft in, not inside out. I was trailing some smoke but no fire.  On return to the ship, I had to wait until last to land because there was some concern that the area where the tailhook was attached might have been damaged by the AAA.  No one ever mentioned that they were considering having me eject by the side of the ship rather than take a chance that my aircraft might come apart on landing.

Just "Another Day at the Office"

This was probably my finest hour as a combat pilot.

I was awarded my second DFC with Combat V for this flight.

I actually received the award on my next tour of duty as an Air Force Exchange F-105 Thunderchief instructor pilot.

The Thud pilots were amazed that it wasn't a Silver Star as it would have been in the Air Force.  Air Force awards were about one level higher than in the Navy.

My Short Meeting with Captain McVey on the Bridge

I was called to the bridge to report to Captain McVey.

The call came to the ready room. So, I went up to the bridge to see what he wanted to talk to me about.  Maybe, he was going to congratulate me on getting my damaged aircraft back on deck safely.

Nope!  He wanted to tell me that he had received a message from an "Intelligence Agency" wanting to know if there was a pilot named  Lt Bo Smith on the Intrepid.  It seems that he (me) was spending some time with one of their female analysts in Tokyo.  They just wanted to validate my identity. So much for Stephanie being a secretary with the Air Force at Yokota AFB.  That was just a cover for her real job.

She was an analyst for "The Agency"!

Back to the Combat Missions

October 6th- I flew a short cycle (0.9 hours) on a bombing mission to Nam Dinh, 4 MK82s, 2 MK 81s.
I was awarded my 5th NCM with Combat V for this mission.

October 6th- I flew a short cycle (1.4 hours). I don''t have the bomb load or target. But it required 2 trips to th e tanker. Interesting! (my 180th mission)

October 7th- I flew an Iron Hand mission to the Haiphong area, 4 Zuni rockets (LAU 10)

October 8th-October 11th- I have no flights indicated in my log book

October 12th- I flew an Iron Hand mision to Haiphong, 16 Zuni rockets (4 LAU 10) probably an Iron Hand mission with no SAM action so the
                      rockets were probably expended against know SAM or AAA sites. This was my last mission of our Third Line Period

With the Third Line Period Over it was time for a Big End of the Line Party

Some Congressman had arranged for fancy juice coolers in the back of each ready room; probably for all the Yankee Station carriers.  During line operations, they had orange or lemon juice.

But for the End of the Line Party, we added rum to orange and pineapple juice and vodka; sort of like a 'Cubi Special'

As this was a pretty stressful line period, it required an appropriate level of stress relieving!

I estimate that we left Yankee Station on the 13th of Octopber. I think we probably had an extended End of the Line Party during our transit to Sasebo that included one of our most spectacular Blue Shoes events of all time.

LCDR "Black Mac"

The Blue Shoes
As soon as the Third Line Period was over,
Black Mac began a campaign to garner enough votes to give the Blue Shoes Award to Ltjg "Smedly Gluck" John Newman (AKA "Smeds"). I forget what grievous event Black Mac was using to try to pin the award on Smeds but he was making headway in getting the votes.

The night of the nomination (there was just one), it was conceivable that it might happen. Black Mac presented his case with a long winded speech laden with "fake" but believable data.  All through the nomination, Smeds sat silently in his ready room chair with a writing pad apparently making notes.

When Black Mac was finished, Smeds got out of his chair and ambled up to the front of the ready room note pad in hand. But, instead of notes, the note pad contained a complete one act play with the evil wolf, Black Mac, being an "evil doer" at the expence of innocent little red "Smedly Gluck". It was absolute genius which was met with a standing ovation followed by an almost unanimous vote for the "evil" Black Mac.

Ltjg John Newman "Smeds"
Dartmouth '64

I'm not sure Black Mac ever got over his failed attempt to give Smeds the Blue Shoes Award. Even after, he got command of his A7 squadron or command of his air wing or command of his aircraft carrier.  I'm sure he got tired of being reminded of his defeat by Smeds at VALion circa '67 reunions even after making Flag Officer and being a Carrier Group Commander and eventually Commander of the Seventh Fleet and his retirement as a Vice Admiral.

October 17th to October 25th- Intrepid's Third Port Visit (Sasebo, Japan)

  Intrepid spent over a week in Sasebo.  The U.S. Navy had excellent port facilities in Sasebo including a dry dock.
 Intrepid took advantage of the dry dock in order to get repairs done one of her four massive screws during the inport period.

Unfortunately, I didn't get to observe the Intrepid in dry dock because I wasn't there.

On October 16th I flew A4C 148529 from Intrepid  to NAS Atsugi, Japan (1.3 flight hours) before she arrived in Sasebo.
- I was accompanied by one other aircraft.

Again, I don't remember who came with me. But, we checked in to the BOQ  I'm sure we went to the O'Club for a few beers and a steak.
We most likely got a haircut and a "hotsi bath" at the BOQ. I think that my wingman remained in Atsugi on this trip while I went up to Tokyo again.

The situation with Stephanie in Tokyo had changed since "The Intelligence Agency" was aware of our relationship. It turned out that now that "The Agency" had confirmed my identity, Stephanie was able to tell me a little bit about her job an an intelligence analyst.  Also, I was able to meet with some of her friends at "The Agency" in a social atmosphere.

Visit to a western style resort

  "The Agency" gave permission for Stephanie to get a few days off before I returned for my last line period.

The resort was a combination of western and Japanese.
Playing golf at the resort with a Japaneses caddy.

Another milestone in our relationship occurred during this visit with her.   I admitted to her that I was married. It was a very emotional event; not a pleasant experience.  Although she was dating other people while I was flying from the Intrepid on Yankee Station, we had established a close relationship.

I returned to Atsugi and on October 26th, I flew A4C 149493 from Atsugi to Intrepid (1.3 flight hours). Intrepid was probably located south of Sasebo after getting underway.

Intrepid arrived back on Yankee Station about October 30th or so to be on station to begin our final line period.

Our Fourth and Final Line Period (November 1st - November 21st) (20 days)

My Log Book Entries:

November 1st- I flew a regular cycle (1.7 hours) mission and expended 8 Zuni rockets (2 LAU 10) (my 16th Strike Flight Air Medal)
November 2nd- I flew a regular cycle (1,7 hours) misssion and expended 4 MK 82s

It looks like we must have experienced a three day period of bad weather which precluded flying missions over land. My missions during this period were probably weather trecce missions.

November 2nd- I flew a regular cycle (1.5 hours) which included one wet plug and 0.2 hours of night time and a"pinky" landing
November 3rd- I flew a regular cycle (1.6 hours) mission
November 4th- I flew a regular cycle extended mission (2.2) which included 0.2 actual instrument time, probably a weather recce misssion
November 7th- I flew a regular cycle (1.4 hours with 1.2 hours of actual instrument time, probably anther weather recce

November 8th- I flew a short cycle (1.2 hours) and expended 4 MK 82s

November 9th- I flew a 1.4 hour mission and expended 4 Mk 82s (This was my 180 combat mission)
November 9th- I flew a  1.4 hour mission and expended 2 LAU 3 pods (2 X 27 2.75 rockets)

November 10th- I flew a non combat flight; possibly an aircraft post maintenance test flight.

November 11th- I flew a 1.4 hour Iron Hand mission and expended 1 AGM-45 Shrike and 4 Zuni rockets (1 LAU 10)

We may have more bad weather for three or 4 days:

November 11th- I flew a 1.7 hour combat mission with no ordnance expended
November 12th- I did  not fly November 12th
November 13th- I flew a 1.8 hour mission with  no ordnance expended and 5 plugs (inflight refueling (my 17th Strike Flight Air Medal)
November 14th- I did not fly November 14th

November 15th- I flew a 1.6 hour mission and expended 4 Zuni rockets 1 LAU 10) and had 1.0 actual instrument and 0.5 night time

November 16th- I flew a 1.6 hour mission and dispensed chaff
November 17th- I flew a 1.5 hour mission to Haiphong

November 17th- I flew 1.6 hour Iron Hand mission to Hanoi, 1 AGM-45 Shrike and 4 Zuni rockets (LAU 10), observed a SAM missile explode over the SAM site. I was awarded my 2nd individual Air Medal with Combat V for this mission.

November 18th- I flew a 1.5 hour Iron Hand mission to Haiphong,  *2 AGM-45 Shrike missiles* expended

November 19th- I flew a 1.3 hour Iron Hand mission to HaiPhong, expended 4 Zuni rockets-

This was my 200th mission (not November 21st as indicated on the certificate below)

We also qualified for acceptance as "River Rats"

November 19th- I flew a 1.3 bombing mission to Ninh Binh, 7 MK 82s

More bad weather

November 20th- I did not fly on November 20th

November 21st- I flew a 1.4 hour mission, no ordnance expended, 1 wet plug
November 21st- I flew a 1.7 hour weather recce mission to Hai Phong, expended 4 Zuni rockets (LAU 10) my final combat mission of the second cruise

November 25th- I flew a 2.7 hour fly off  flight to Cubi Point

With our second Vietnam deployment complete, it was time for the Intrepid to head east toward Subic Bay to get ready for her transit back to the states. Notice the plane guard destroyer still in position.

Navy Unit Commendation

Air Wing Ten flew off to Cubi Point- November 25th, 1967
The Intrepid stopped inport Cubi before returning to the states

Eleven VA-15 aircraft enroute to NAS Cubi Point.

Closeup of the eleven VA-15 aircraft enroute to Cubi Point clearly showing the "gold tails" !

The Intrepid could have left Yankee Station and transited back to the states without coming into port at Subic Bay/Cubi Point. The ship could have refueled and taken on supplies at sea and then headed back.

But that wasn't policy at the time.  The air wing flew off from the Tonkin Gulf to Cubi Point and the ship followed coming in port a couple of days later.


The aircraft were then craned aboard for the transit back to the states.  The s
hip probably refueled and loaded needed supplies on board before departing for the trip back.

This picture was rom the 1966 deployment; note the 303 number!

The Intrepid arrived inport Cubi about November 27th , loaded the airwing aircraft onboard and after a two days of left for her transit back to the states on November 29th.

Our Second "Magic Carpet Flight"

The new post 1966 Oriskany Magic Carpet Flight rules were in affect.  We had to hang around in the western Pacific until the Intrepid got out of the Seventh Fleet operating area before we could catch our "magic carpet flight" back to the states. 

But that didn't mean that we had to stay in Cubi Point.  Two weeks was a long time to stay at Cubi. The Seventh Fleet allowed pilots to go on leave in either Hong Kong or Tokyo. It was easy to catch a ride from Cubi or the Air Force Base at Clark in the Philippines to either Hong Kong or Yakota Air Base near Tokyo. In addition, they routed the "magic carpet flight" from Cubi through Hong Kong and Yokota Air Base so that those pilots who were on leave could catch a ride home.  Many guys picked Hong Kong.  I decided to go back to Tokyo.

Our "magic carpet flight" got us back to the states about mid December.  We had about two weeks at home with our families before we had to meet the Intrpid in Norfolk and get our aircraft.

December 31st- I flew A4C 148528 from NAS Norfolk back to Cecil Field

Medals and Ribbons

When Mary, Heather, and I were completing advanced jet training in Kingsville, Texas in January 1965, Vietnam was in it's infant stage. While there were some west coast squadrons deploying in 1965, we were too busy in flight training to take notice. Many of our instructor pilots had flown F9 Cougars in the Navy or Marine Corps during the Korean War. They had lots of ribbons on their dress uniforms.  Mary made the comment one day that it was too bad that I would not get the chance to earn any of those medals or campaign ribbons.  That was about to change!

Most of us started our the first Vietnam cruise with with two or three ribbons on our chests!

The National Defense Service Medal The Pistol Qualification Ribbon Expert The Rifle Qualification Ribbon Expert

Everyone who was in active duty and was breathing wore the National Defense Service Medal.

Some of the pilots had completed pistol and rifle qualification either as an NROTC