Commanding Officer
VA-174 Hell Razors

 

March 18th,1981- July 19th, 1982

Last Updated:  March 31st, 2024







I'm not sure when we left Hawaii for Jacksonville but I think it had to be in early December, 1980. Cathy and I decided to live in navy quarters at NAS Jacksonville. As the prospective Commanding Officer of VA-174, I was assigned quarters on Mustin Road opposite the St Johns River. The quarters were the standard 3 bedroom 2 bath cinder block quarters but the location was great. I think we were well established in the quarters sometime late December as Cathy was eight months pregnant with our fist child, Jessica. 

Jessica was born on January 31st, 1981

I remember it very well as Cathy's water broke during the half of the super bowl and we had to go o the hospital. It was the first time that I was at the hospital for the birth of any of my children. Not only was at the hospital but also I was actually in the delivery room and observed the delivery.
                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                            I spent some time at NAS Cecil and NAS JAX in February, 1981 renewing my qualifications in the A7 ejection seat, high pressure altitude chamber, swimming etc. I started renewing my flight A7 qualifications at VA-174 on March 18th, 1981.

My first flight on March 18th was a cross country  flight to El Centro with Mike Longworth in the two seat TA7C. We split the flight time between first pilot and co pilot time. I flew one practice bomb flight on March 19th in a TA7C and then flew back from El Centro in a TA7C with Crash Landon. I logged 1.4 actual instrument/night time on that flight.

I enjoyed flying the TA7C as I was involved in the conversion of A7Bs to TA7Cs when I was the A7 Class Desk Officer at COMNAVARLANT in 1974.

Change of Command (Relieved Captain Bob Naughton)

March, 1981


When I took command of VA-174, it was the largest squadron in the Navy; over 100 assigned aircraft and over 1,000 personnel. It consisted of many departments with specific missions and challenges. I will now give a short description of these departments and my relationship to them.

FRAMP
(Fleet Replacement Aircraft Maintenance Program)

The FRAMP mission was to train or retrain maintenance personnel who were enroute to a fleet squadron. The FRAMP mission was similar to the mission of the pilot training mission of the squadron in that to accomplish this mission, FRAMP instructors had to be experienced A7 maintenance supervisors with recent fleet experience. Assignment to VA-174 FRAMP was desirable to talented maintenance supervisors because it meant that they could most likely remain stationed in Jacksonville for three tours. FRAMP was operating with no problems that I was aware of so getting involved in FRAMP's day to day operations was not a priority. The only issue I can recall involved a disagreement between FRAMP and the VA-174 Maintenance Officer concerning the spotting of a FRAMP aircraft in a spot that VA-174 wanted. I don't remember getting involved in the resolution of the issue.
 
The VA-174 Maintenance Department

The VA-174 Maintenance Department was the largest aircraft maintenance department in the Navy with a complex mission. The department was tasked to provide aircraft to support operations in three locations; replacement pilot (RP) training at Cecil Field, a carrier qualification detachment, and for a weapons detachment in El Centro, California; sometimes at the same time!

The El Centro Weapons Detachment

The VA-174 El Centro Detachment was a permanent assignment for most of the personnel in the detachment. It consisted of a LCDR Detachment  In Charge officer (with limited Article 15 UCMJ authority) and a staff of administrative and maintenance personnel. Additional maintenance personnel were sent from Cecil to support operations when pilots were present for weapons training. I made it a priority to personally participate in every weapons detachment. I wanted to show my support in both the training if the RPs, but also my support for the El Centro Det personnel.  As a result, I got to know the LCDR Det Officer very well. There are many stories to tell about my participation in El Centro operations; most of which I will tell later in the section about El Centro pilot training!

Back to Cecil Field Operations

To accomplish the mission of flight operations Monday through Saturday, maintenance personnel were assigned in three sections; 0700 to 1900 (7:00pm), 1900 to 0700 Monday through Thursday (a 4 day work week) , and 24 hours a day as required Friday through Sunday (a 3 day work week). Note: The weekend shift had to support a Saturday flight schedule, some Sunday flights such as returning weekend cross country instrument training flights, and to prepare aircraft for a full flight schedule starting early Monday morning. I was surprised that it was not that difficult finding volunteers for each of the three shifts. Despite the 12 hour work days, the Monday through Thursday shift enjoyed the three day weekend. And, the weekend shift enjoyed having four days off.

Although my maintenance background as an Aircraft Division Officer in VA-15; (ADJ) jet engine), AMH (hydraulic systems), AMS (metal smiths), and AME (canopy and ejection seat specialists; A7D/E Maintenance Officer in VA-82, and as A7 Class Desk Officer at COMNAVAIRLANT might make you think that I would get involved in the day to day operations of the VA-1874 Maintenance Department. But it was not a priority for me because I was confident that the Officers and senior Chief Petty Officers were the best of the best coming from fleet squadrons for their follow on shore tours. The Maintenance Officer, Pablo Flores, was an experienced and talented officer so it wasn't a high priority for me to get involved in day to day operations.

I see Pablo Flores, ANA (Association of Naval Aviation) monthly luncheons; and he told me that they were aware of my background especially as the COMNAVAIRLANT A7 Class Desk Officer. They might have been surprised that I basically stayed out of their way. But, that was because my highest priorities were RP training an Instructor pilot motivation. I was confident that professionals like Pablo Flores an the LDO/Warrent and Chef Patty Officers under his supervision were up to the task without my involvement. But there were a couple of things I stayed up on such as the configuration and readiness status of aircraft that were assigned to VA-174 but were the ready spares for deployed squadrons; usually four aircraft but eight aircraft if two carrier air wings were deployed or in the end of their training prior to deployment. This was a program that Jim McConnell and I had established while I was the Class Desk Officer. Jim and I wanted to ensure that there were two similarly configured and ready to be deployed aircraft at VA-174 for each deployed squadron.

Of course I was responsible for the conduct of non-judicial punishment if required. But, I was also happy to recognize the superior performance of enlisted individuals in the squadron.

ATAN/AT3 Bobby Jones

Bobby Jones was referred to as a "striker" because she was working toward her initial qualification in the AT rating. She was assigned to the Line Division. One day she suffered heat stroke after spending long hours in the hot sun. I was involved in ensuring that she was assigned to the AT shop working mostly on aircraft in the hangar bay which limited her exposure to heat conditions as much as possible. ATAN Jones was one of the best trouble shooters in the shop made AT3 while there. I was involved in her assignment as an AT trouble shooter on the flight deck of a aircraft carrier for one of our carrier qualification detachments. As part of our VA-174 detachment, she was one of the first women to be temporarily assigned to an aircraft carrier. I recognized her outstanding performance by awarding her a Navy Achievement Medal. It was my pleasure to recognize a positive performance in her case.

Unfortunately, there were instances that required me to handle poor performances by conducting a Captain' s Mast. Navy Commanding Officers of ships and squadrons were authorized by Article 15 of the Uniform Code of Military Justice (UCMJ) to impose limited punishments such as restriction of movement, assignment to a "Correctional Custody Facility" for up to 60 days, reduction of pay, reduction in rate of pay, and confinement in a "Brig: for up to three day on "bread and water". Or, I could refer a case to a Summary Courts Marshall conducted by a VA-174 officer or to a Special or General Courts Marshall conducted by higher authority for more serious matters.

The Captain's Mast of a female striker assigned to the Line Division

In this case, a young woman had numerous occasions where she wouldn't show up in time for work or in some cases for days at a time. The Line Division Officer had tried to correct her conduct by using his authority by assigning her extra work etc without success.The female "striker" let other sailors in the division know that she wasn't worried because the Navy on the east coast did not have any Correctional Custody Units. The Line Division Officer and the Maintenance Officer requested that I settle her case at Captains Mast.

I conducted all my Captains Masts in public; the maintenance hangar bay. Sailors in the squadron were encouraged to observe my Captains Masts. In this case, there was no doubt that she was guilty of unauthorized absences. My only question was what punishment I should assign. I found out that the Army had a Correctional Custody Unit (CCU) close by Norfolk and that I was authorized to assign her to that facility. There were several hundred observers standing on the deck of the hangar or on the wings of nearby aircraft on the day of her Captains Mast. She was surprised when I assigned her to 60 days at the Army Correction Conduct Unit and then very shocked when she was escorted to a waiting C9 aircraft to be flown to Norfolk and then driven to the CCU. She was escorted  by two trusted sailors to observe her reception at the CCU and to make sure that she did not receive any mistreatment. The escorts were concerned that the initial drill sergeant (a woman) was too tough on our "striker" in that she was immediately made to get on the ground and do pushups in her Class A uniform.

After about three weeks I flew a TA7C with her Division Officer to NAS Oceana. Commander Tactical Wings Atlantic provided a sedan for us the travel to the Army CCU to observe her progress. We were given a tour of the facility which included an inspection of our striker's locker. The condition of her locker was outstanding. The sergeant reported that after the initial shock of being at the CCU, our striker was doing very well.
Our striker completed CCU with outstanding grades. She lost a few pounds, was returned to us in exceptional physical fitness, and was positively motivated to do a better job in the Line Division. It was not only successful in the case of our striker, but it also sent a message to the other women in the squadron that a trip to the Army CCU could be in their future if they didn't follow the rules.


My Highest Priorities

My highest priorities were meeting our Replacement Pilot (RP) graduation goals and ensuring high morale of our Instructor Pilots (IP)


Replacement Pilot Graduation Goals

Our Replacement Pilot (RP) graduation goals were not just to produce the proper number of graduates. But more importantly, I wanted to ensure that our RPs had the skills to be outstanding young attack pilots when they reported to their squadrons. The most important skills they needed to possess were that they needed to be excellent formation pilots, have the system knowledge and flying skills to be outstanding air to ground weapons delivery pilots, be excellent instrument pilots and have the grit to be able to be complete night carrier landings in a safe manner.

To accomplish these goals I made sure that our IPs knew that formation skills were a high priority for me as they instructed the RPs during the Formation Phase flown at Cecil Field. I also made it a priority to personally participate in each El Centro Weapons Detachment. In addition, I made low level formation flying a part of the El Centro curriculum and instituted a final "graduation mission" that included a division low level ingress to a target with a pop up roll ahead delivery at the Luke Air Force Weapons Range. More on this in a note below. Finally, I carefully monitored the preparation for each "boat det" and made it a priority to fly out to the carrier and observe the night qualification phase.

Note: The "graduation mission" required seven aircraft. The lead aircraft was a division qualified IP; I usually lead the mission. My wing man was a young RP. The section leader was usually a P CAG (a prospective Carrier Air Wing Commander), a prospective XO/CO of a fleet squadron, or a senior IP. The section leader's wingman was a young RP. An IP flew behind the formation to ensure the safety of the RP wingmen during turns. The most challenging skill for the RP was to stay in position at no higher than 500 feet without flying too low during turns into. If the trailing IP observed a wingman getting too low during turns into, he called out to me to level out the turn. We also had a section of IPs oppose the flight during the ingress portion of the flight. The opposition section made a fly by the division to see if either of the RP wingman reported seeing the opposition section. There was no division counter maneuvers authorized during the opposition section fly by! The weapons delivery maneuver was a pop up ,roll ahead maneuver were the RPs were required to institute a 4 G pull up, roll inverted and pick up the target through the top of the canopy then roll wings level for a 30 degree weapons delivery. The mission required four or five IPs for only two RPs. The IPs really enjoyed flying this mission and the RPs got a great sense of accomplishment when completing this mission.

Instructor Pilot Motivation

Instructor pilot motivation can become a problem when an IP flies one or two flights a day per week,week after week. So, I instituted as program where we flew IP only flights on Saturdays when we could. These flight included air to air refueling, air combat maneuvering, and practice or live ordnance delivery when feasible. Some IP wives couldn't believe it when their husbands flew on Saturdays after a week of RP syllabus flights.. But he IPs loved the program. It was fun and it allowed them to work on their own flying skills on the Saturday flights.

Delegation of Responsibility

Not only did I delegate most of the the responsibility for Aircraft Maintenance to the Maintenance Officer, LCDR Pablo Flores, but I also delegated most of the day coordination overall squadron operations to my Executive Officer, CDR Fields Richardson and for day to day RP training to my Operations Officer. I was confident that both Fields and the OPs Officer were more than up to the task and they enjoyed my confidence but it also gave me the time to look at how the "Big Picture" was going and the time to personally participate in El Centro Weapons and Carrier Qualification Detachments. I paid close attention to IP Saturday flying as IP morale was a high priority for me. I also depended on my secretary YN2 Teresa (Terry) Ambrose to keep track of my calendar and serve as a filter for people who wanted access to my office. Terry also kept me supplied with coffee and insisted in cleaning my office. She considered it part of her space and wanted to control access to it.

John Lehman, Secretary of the Navy Visits



John Lehman was the Secretary of the Navy when I was CO of VA-174. He came to visit VA-174 often but not as the Secretary of the Navy but as LCDR John Lehman USNR. He was a Naval Flight Officer in the active reserve and normally flew in the A6 Intruder at NAS Oceana. But, he occasionally came to Cecil to fly in the TA7C at VA-174. I didn't always see him during his visits. He preferred talking with the IPs and RPs in the Ready Room. Petty Officer Ambrose always made a trip to the Ready Room to be sure he had his personal coffee cup and to determine if he had any questions or wanted to talk with me. I think he enjoyed his "low key" visits.



Five Captains versus VA-174 Instructor Pilots






Change of Command

I was Relieved by Captain Don Hunt July 19th, 1982





I received my third
Meritorious Service Medal
for my tour in VA-174





My next assignment was scheduled to be as the Executive Officer of the USS Saratoga.

However, my father in law. Captain Don Hull-Ryde who was the Commanding Officer of Fleet Air Control Facility Jacksonville (FACSFACJAX) had to have heart surgery and had arranged for me to be his interim CO until he could return to duty. I'm not sure about how much time I had between my leaving VA-174 and reporting to FACSFACJAX but I know I flew a TA7C flight at Cecil on August 3rd, an A7E on August 12th, and an A7E at Cecil on October 21st.
 
My change of Command as the Interim Commanding Officer at FACSFACJAX was on October 29th, 1982.

Somehow, I managed to fit in a Surface Warfare Prospective Commanding Officer Course, SWOSCOLCOM (Surface Warfare Officer School Command), Newport, Rhode Island  sometime in late August through early October.2.



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Interim Commanding Officer FACSFAC (Fleet Air Control Facility) NAS Jacksonville
  


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