We decided to build a new house in Park West. I don't recall where we lived while it was being built!

Our address was 575 Gulfstream Trail West

Schools

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VA-174
(June, 1976 - October, 1976)
 

This is a great picture of a VA-174 A7E flying over Cecil Field.  The VA-174 hangars and ramp area is directly above the aircraft.  The VA-15 hangar and ramp are on the right side of the double hangar complex second from the top.

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June 23rd, 1976

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The VA-174 Training Syllabus

I completed my VA-174 PXO/CO flight syllabus in 76.3 hours. This included basic flight including acrobatics, instrument training including an instrument check, formation flying including air to air refueling, basic air combat maneuvers, weapons training at MCAS Yuma, Arizona, Field Carrier Landing practice (FCLPs) at NAAF Whitehouse, and 10 day arrested landings (traps) and six night traps onboard USS Forrestal CVA-59 November 14th and 15th, 1976.

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Scouting and Recruiting Nuggets

I flew 7 A7E flights in November (14.0 flight hours). The concentration seems to have been on instrument flights with actual instrument TACAN and GCA approaches. One was a night flight with 2.5 hours of night time (2.0 hrs of actual instrument time).

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March 3rd-March 31st- I flew 18 flights (33.0 flight hours) during type training.
April 1st-April 23rd- I flew 17 flights (27.0 flight hours) during type training.
The fly off to Cecil took place on April 23rd.

I logged my 300th trap aboard America on April 20th, 1977

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The first stop for most of us in Rota besides the Officer's Club bar was the famous Rota Naval Exchange.  The Rota Exchange was well known as one of the best navy exchanges for Spanish items such as LLadro sculptures made in Valencia. Also, Rota was the key place to stock up on soft drinks, beer and alcohol items we would need on cruise to support  squadron picnics in ports like Naples and officer "Admins" in many ports. Our in port Rota experience was pretty normal except for the following event:

There was an excellent restaurant a few miles from the Rota main gate. We decided to have a squadron officers gathering there for those who could make it. We took taxis from the Rota gate to the restaurant.  We had a great time; lots of drinks before dinner, a great dinner, drinks after dinner, etc. When we though it was a good time to leave; about 0130 (a "Safety Stand Down" was scheduled for the next day), we found out that the taxi service stopped at 0100. We would have to walk back to the base. About halfway back to the base, we found a bar that was still open. We decided that we needed some refreshments to make it the rest of the way back to the base. The conversation that occurred during that hike back to the base was "very interesting" but will remain CONFIDENTIAL! We made it back about sunrise; in time to get a quick shower and breakfast before starting the Safety Stand Down.

October 12th- Safety Stand Down 

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	HS-15 (Red Lions) Sh-3H
	VA-15 (VALions) A7E
	VA-87 (Golden Warriors) A7E
	VA-176 (Thunderbolts) A6E
	VS-28 (The World Famous Hukkers) S3A
	VF-142 (Ghostriders) F-14A
	VF-143 (Pukkin Dogs) F-14A
	VAW-124 (Bullseye) E2-C	0
	VAQ-137 (Prowler) EA6B
	VFP-65 Det 5

Between October 15th and October 22nd, I flew ten flights between Sardinia and Sicily.
Flights such as a Sardinia and Sicily low level routes multiple flight to the Capo Fresca target area.

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However, I do not remember much about our two week visit to Brindisi. I don't remember if we had an "admin" there. I do remember playing tennis at a tennis club near the Navy's communication station nearby Brindisi.  I remember that Cisco (Bob Chimenti) was one of the players with me. The locals at the club were impressed by Cisco's calabrese looks. But, they gave him a bad time about not speaking Italian. Note: The calabrese are Italians from Calabria (the boot of Italy).

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November 7th through November 9th- Transit to Souda Bay, Crete (3 days)



During the transit on November 8th, I flew two flights (4 flight hours), two night hours, a day and night trap

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November 9th- Training anchorage Souda Bay Crete (1 day)

Souda Bay Crete Map	Souda BayTraining Anchorage

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November 10th-November 18th- Transit from Souda Bay, Crete to Kythira anchorage, Greece (8 days)

From November 10th through November 18th, I flew 14 flights (26.8 flight hours) in the Agean Sea.

The flights were mostly day and night live ordnance (MK 82s and 83s) at the Avgo Nisi target. On November 14th, I lead a live ordnance  strike mission (6 MK 82s each).

Avgo Nisi target.

November 10th- F-14A lost at sea (crew recovered)

November 11th- EA-6B lost at sea (crew recovered)

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November 19th- Training anchorage Kythira, Greece (1 day)

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Underway November 20th-November 21st- transit to Dubrovnik, Yugoslavia (2 days)


On November 20th, I flew two missions (3.2 flight hours). One mission was a 3 V 4 ACM mission (3 aircraft versus 4 aircraft for air combat maneuvering).
                                                                                           I lead an air show at USS America for the second flight.

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Map of our transits to Dubrovnik, Yugoslavia (November 22nd-26th) and Trieste, Italy (November 28th to December 3rd).

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My logbook entries:

December 5th- 2.1, 1 field landing;  Remarks:fly off Souda
December 6th- 1.7, 1 trap, 1 T&G,;  Remarks: Fly By Souda CV-66

This flight was a four plane "cross country flight to the Hellenic AFB at Souda Bay, Crete. The flight consisted of two planes from VA-15 and two planes from VA-87. I was the flight lead and my wingman was Jack Sheehan (I think). Number 3 was from the CAG staff. He was part of the contingent at VA-174 who was involved in the training at Cecil field of the Hellenic Air Force pilots. He spoke Greek but that proved to be unnecessary as most if not all of the Greek pilots we would meet at Souda spoke reasonable English. Number 4 was at Ltjg Matt Moffit from VA-87. We landed at Souda Bay and were met by the CO of the American base. He waved us through to the end of the runway where we taxied to the Greek Base. After a short "meet and greet", we were showed to the Greek BOQ to our rooms. We changed in to civilian clothes and were escorted by the Greek pilots to the "old Town of Chania. Normally Chania was "off limits" to American personnel. This didn't matter in our case as we were the guests of the Greek pilots. We had dinner followed by some partying at various establishments where we were introduced to some locals. Somewhere in the excitement, I decided that we would conduct a fly by of the town and the Greek hangar after take off the next day. The next day, we joined up after take off and did a four plane diamond of the town followed by a low fly by of the hanger. I was at eye level with the roof of the hangar and watched as the Greek A7 pilots on the roof through their hats in the air as we flew by. Matt was in the "slot" remembers looking up at the roof of the hangar. After leaving Souda, we conducted a fly by of the America before landing.


December 7th- The America arrived at the anchorage at Souda Bay.

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December 8th- December 15th: Transit from Souda Bay to Palma de Majorca (8 days)




















December 8th through December 15th- I logged 9 flights (16.9 flight hours). Seven of the flight involve aerial refueling.
                                                              Three were night flights (6.0 night hours).
                                                              We conducted a PASSEX with the USS Nimitz Battle Group on Dec 15th.

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In the 1970s Palma Nova was populated mostly by Scandinavian tourists and expatriates. They were attracted not only by the beautiful beaches and lively night life but also by the relaxed free spirited attitude of the Palma Nova crowd.  There were many excellent restaurants, Tapas Bars, and dancing establishments. There was one particular bar that I was my favorite over many visits to Palma. But, unfortunately I can't recall it's name. Next door from the bar was an excellent tapas bar. One of my favorite restaurants in Palma Nova proper was called "The Hollywood Restaurant" which served great steaks and salad. My most favorite restaurant was up the hill from Palma Nova which served "joints" of lamb and Majorcan vegetables.

Palma was an ideal port to have a squadron "admin" because of the long liberty boat ride from the ship to fleet landing which was subject to weather cancellations.   Once ashore, you wanted to stay ashore if possible.  The best location for the "admin" was at one of the high rise hotels at Palma Nova.


I made many visits to Palma over my Navy career.  Early on, I found a tennis club that I could rely on for a good game of tennis, time at the pool, excellent food, and friendly club members. I don't remember the exact name of the club but it was something like Club Playa de Tennis.

Excellent red clay tennis courts

A terrific restaurant and bar

A refreshing pool with a view

Over the years, I made many friends at "my Palma Nova Tennis Club". If there were no "admin", I would stay at a nearby reasonably priced hotel.

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My Mom and Dad attended the ceremony. The signed up for a cruise that permitted them to depart from the itinerary. They took the ferry from Barcelona to Palma. Unfortunately, I don't remember where they stayed or for how long or what we did while they were there. It was a privilege that they went to all that effort to attend my change of command.

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CDR John Mazach (XO) and LCDR George Webb (Maintenance Officer) reported to the squadron after the Change of Command. Maz was an exceptional leader and was a a significant addition to the squadron. Spider, a test pilot and previous CAG-6 LSO was one of the finest carrier pilots in the Navy.

LCDR Frank Gerwe checked out of the squadron and along with Kel returned to Jacksonville. Frank screened for command while at VA-15 and went on to be the XO and then CO of VA-66 from June 1978 to October 980.

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December 25th- Christmas Day Underway from Palma

Left to Right: Cisco, Doug Magnant, Ens Jeff McComb, Tom Mitchell (Demon), John Ihlenburg (Shortstop), me

OK guys. It's my ready room now!! I can't believe I can't smoke a cigar in my own ready room!

John Mazack was an excellent leader and extremely supportive as my XO. He would go on to have an outstanding CO tour, make CAG, command an aircraft carrier, make Admiral, and retire as a Vice Admiral. He would also join me as a Golden Eagle.

Tom Mitchell (Demon) my Operations Officer, was the top hook in the air wing. He consistently flew OK 3 passes. He would string 20 to 30 "greenies" (OK) on the ready room landing performance board without a "yellow" (Fair) pass.

George Webb (Spider) created immediate competition for Demon. As a test pilot with carrier landing expertise, he would challenge and often surpass Demon's landing performance. VA-15 now had the top two "Hooks" in the air wing. I consulted Spider requesting his opinion on how I could improve my carrier landing performance. His suggestions were responsible for my significant improvement in my "greenie" (OK) to "yellow" (Fair) passes on the ready room board.

Their smooth stick skills that enabled them to perform so superbly in carrier landing performance would prove to be instrumental in our competitive exercise performance in air to air gunnery during the next training cycle.

VS-28 Change of Command:


CDR Goodman (right) relieved CDR Austin on December 17th also in Hangar Bay One on board the America

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Underway from Palma on December 27th- transit to Genoa, Italy arriving on December 30th (3 days)


 

Left to Right Top: Norm McCoullough, Bert Johnston, Jack Sheehan Next Row: Tom Mitchell (Demon), George Webb (Spider), Lew Richards

Left to Right Top: Lew Richards, Harvey Swift Front: John Mazach (Bohunk), Bob Maloney

VALION One- I'm in my element; underway and in charge!
VALION Two- I'm next in line!

My logbook entries from December 27th through December 29th- I flew 5 flights (7.8 hours).

On December 27th, I recorded my 400th carrier landing onboard USS America.

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Genoa is a major sea port

Genoa combines the old and new like most Italian coastal cities.

The streets are narrow with walls that don't identify what is located on the other side of the steel door.

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Flight operations while in transit from Genoa to Naples
I logged five flights (8.7 flight hours). One was a practice bombing flight to Capo Fresca. One was a Sardinia 1 low level navigation flight.
On January 12th, I participated in a air power demonstration.

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According to the America cruise book and compared with my logbook, it appears that we only spent four days in port Naples on this port visit.   Flight operations while in transit from Naples to the Straits of Messina
I logged nine flights (16.3 flight hours).
January 12th- Air Demo
January 23rd- War At Sea (WAS) Strike (I was beginning to introduce the squadron to my ideas about WAS strikes versus Russian ships)
January 25th- Two ACM flights with F-14s
January 26th- Sardinia 1 Low Level Navigation Flight
January 28th- Diamond formation pictures taken over Mt Etna (unfortunatly I haven't been able to fing a copy yet)





Underway February 3rd through February 12th- transit from Catania to Palma de Majorca (10 days)


Flight operations were conducted while in transit from Catania on February 3rd to Palma on February 12th. I logged twelve flights (25.3 flight hours). Our transit through the Tyrrhenian Sea then south of Sardinia to Palma allowed us to practice some of our War At Sea (WAS)) tactics.

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February 15th- VA-87 Change of Command (CDR Lew Dunton relieved CDR Bill Catlett)

CDR Bill Catlett

CDR Lew Dunton

 Note: Lew Dunton would be the CO of VA-87 for the remainder of my tour as CO of the VALIONS

I'm not sure which day Cathy arrived in Palma or what specific places we visited during her stay. I'm sure that we spent most of our time in Palma Nova perhaps staying at the hotel I usually used that was nearby the "Palma Nova Playa de Tennis" club.

Miss Black America, Claire Ford of Tennessee along with Miss Indiana Mary Bentley, and Miss South Carolina, Valerie Haynes entertained a packed Hangar Bay One with the best soul and disco music while the America lay at anchor in Palma, 24 February.

Miss Black America, Claire Ford of Tennessee along with Miss Indiana Mary Bentley, and Miss South Carolina, Valerie Haynes entertained a packed Hangar Bay One with the best soul and disco music while the America lay at anchor in Palma, 24 February.
Miss Black America, Claire Ford of Tennessee along with Miss Indiana Mary Bentley, and Miss South Carolina, Valerie Haynes entertained a packed Hangar Bay One with the best soul and disco music while the America lay at anchor in Palma, 24 February

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Underway from Palma February 28th through March 2nd- transit to Naples (3 days)



Flight operations were conducted while in transit from Palma from February 28th to Naples on March 3rd. I logged only five flights (10.0 flight hours). Our transit northeast from Palma gave us the opportunity to work with the French armed forces. On February 28th, my flight flew with 4 French Mirage aircraft on an 8 plane low level strike on a French target. On February 28th, I flew a second flight with French Mirages. This time it was an ACM flight with 3 Mirages versus 3 A7Es.

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Underway from Naples on March 9th- transit to Barcelona, Spain March 9th (11 days) Flight operations were conducted while in transit from Naples from March 9th to Barcelona, Spain March 19th. Our longest operating period sine our first transit from Rota to Brindisi at the beginning of the cruise.

I logged16 flights (36.7 flight hours) during the transit.
My first few flights involved flying a low level navigation flight and a bombing hop to Capo Fresca target in Sicily. On March 10th, I lead two WAS strikes against the USSS Nimitz Strike Group. We were beginning to work on the details of our WAS tactics.

Fleet Landing with the statue of Columbus

Las Ramblas where most of the shops, restaurants, and bars where located.

I know it seems like all we did in port was stay in hotels, go to restaurants and bars. and in my case play tennis whenever possible. But, actually, we got quite a bit of work done. Either I or the XO (Maz) were aboard the ship each morning until the required work was completed. When I was aboard, I normally had breakfast and was in the ready room by 0800. As soon as I got my coffee, I sat down in my ready room chair and read the "message board". Each of the squadron departments had "duty officers" who were available if there was immediate action required. With luck, I was able to "go to the beach" by about noon. If the squadron had an 'Admin", either I or the XO (Maz) would spend the night on the ship. If the CAG called a CO's meeting, either Maz or I would attend it. That would be OK for most meetings in port. Once the work was done, both Maz and I could "go ashore" leaving a Squadron Duty Officer (one of the LCDR Department Heads) in charge. Once ashore, Maz and I would meet at "the Admin" or some other location, such as Los Caracoles in Bacelona, and keep each other "up to speed" about what was going on at the ship.

Cathy also followed the ship to Barcelona.  I don't know when she arrived or where we stayed but I remember a few things about the time she was in Barcelona. My first memory was that we we went to Las Ramblas, walked about, had a drink of sangria or two and had dinner at Los Caracoles. After dinner, we returned to a Las Ramblas bar or two and and enjoyed watching some flamingo dancing.  
The next day, we got up late and went to Los Caracoles for lunch. The table at the upper right in the picture below is the table where we spent the day and early evening. I remember that Cathy ordered seafood paella and a coke (probably to ease her headache). The waiter (probably a fifth generation professional waiter) refused to serve her coke with her paella saying the Spanish only drank wine or water with their paella. Cathy changed her drink order to sangria. While we were at lunch and after lunch we were joined at our table by a succession of VA-15, air wing, and ship's company officers and some enlisted men. Los Caracoles was a popular place. The enlisted men usually only intended to say hello and meet Cathy. But, we invited them to stay and have a glass of sangria. We also ordered a seafood platter or two to graze on during the day. After our waiter returned from his siesta break, he found us still at his table. We decided to continue the party so stayed for dinner.  After dinner, we were surprised that the VA-87 officers showed up for a squadron party upstairs. They invited us to join in so we did. In all, we spent over twelve hours at Los Caracoles that day.

In 711, the Islamic Arabs and Moors of Berber decent in Northern Africa crossed the Strait of Gibraltar on to the Iberian peninsula. In an eight year campaign their general, Tariq Ibn Ziyad, brought most of the Iberia under Islamic rule. In 1212, a coalition of Christian kings drove the Muslims from central Iberia. In 1492, the last leader of the Muslim stronghold in Granada surrendered to the armies of a recently united Christian Spain. (Wikipedia). This Muslim presence in Spain had a significant influence on Spanish culture. One of the most obvious influences is evident in Spanish architecture. The principal architect of the Basillica Sagranda was Antoni Gaudi (1852-1926). The groundbreaking of the Basillica was in 1882. Gaudi took over the project a few years after the groundbreaking. He used engineering concepts unknown at the time. Gaudi died in 1926 so never personally saw the completion of the project. In fact, the completion date is now estimated as after 2026. (Wikipedia)  
Cathy and I drove around Barcelona looking for as many cases of Moorish architecture as possible.

Whenever I was in Barcelona, I always drove past Gaudi's Bassilica Sagranda on my way the Manual Orante's Tennis Club Real.

Barcelona's Tennis Club Real

We would have played on practice courts

Virginia Ruzici

This visit to Club Real was very special. I was able to watch Virginia Ruzici practicing for the clay court season. She was 23 at the time and was known for her strong forehand. She was very impressive. She won the French Open three months after our port visit.

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March 21st:  VA-176 Change of Command while in port Barcelona, Spain  
CDR Ortega (right) relieved CDR Howard (left) as CO of VA-176

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Transit from Barcelona to Valencia, Spain March 29th-March 31st (3 dayss)  

I flew only 3 flights (5.9 flight hours), two day one night (1.7 night time, 1.2 actual instruments). 
One WAS strike at 200 nm range

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Again, I must admit that I remember little about this port visit. I don't know if we had and "Admin" or any remarkable events at restaurants or even anything about tennis courts. It's a complete blank.

Valencia has it's traditional Spanish charm.

Valencia also has beaches and condos.

Of course, Valencia has great food.

On thing that I would have done was to visit the LLadro factory and museum. My first contact with Lladros was on my 1971 cruise with VA-82. We didn't visit Valencia but I bought some LLadros at the Rota Navy Exchange. I would not have missed a chance to visit the factory in Valencia.

The Lladro Museum

The LLadro Factory

The most important part- The Artists

Lladro porcelain pieces began first as plain white figures, then colors began to be added. By 1978, they became even more colorful while the original styles were still available. Lladros can be very complex and very expensive. I have given most of mine to my daughters for safe keeping. Some of the LLadro'scan be very complex and very expensive.
Here is my favorite Lladro. I'm not ready to give it up; yet! I think I bought it at the end of the cruise at the Rota Navy Exchange. Lladros are cheaper at the exchange than at the retail prices at the factory.

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Underway from Valencia April 5th- transit to Malaga, Spain arriving on April 7th. (2 days)  
I flew 3 flights on April 5th and 6th (5.5 flight hours); a WAS strike on the 5th and ACM 4 v 2 with F-14s on the 6th.

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There were three things to do in Malaga; go to the beach, have a fine meal at a restaurant, and drink and dance at the bars. It was a great place to have an "Admin". I don't remember anything about the port visit in Malaga.

Malaga Beach

Malaga Restaurant

Malaga Night Life

 

As far I can tell, CDR "Grumpy Lusk" was the CO of VF-143 for the entire cruise.



CDR "Grumpy Lusk" (Left), CO of VF-143

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Underway from Malaga on April 11th- transit to Rota arriving on April14th (4 days)



I flew one flight on April 13th (1.7 flight hours). But, it was a great one; a WAS strike on the Forrestal Battle Group as they approached Rota

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The turnover with the Forrestal Battle Group primarily involved discussions between the carrier strike group staffs, the two ships, and the two air wing staffs.  We were required to be available to answer any questions that came up during these discussions.  We did had time to go ashore and visit the Navy Exchange and perhaps even revisit the restaurant to the north of the base. This time, however,we would be careful not to miss the return taxi.

I used the time in port Rota with Maz and Tom Mitchell, our Operations Officer (Demon) to go over our general turn around training concept so that Demon could use the time during the transit to work on the details of the plan.  Our objective was to have every pilot complete every competitive exercise in the AIRLANT Training Plan so that we would be hard to beat for the AIRLANT Battle Efficiency Award (The Battle E). I also had some ideas about how to accomplish our training while involving our junior officers in the planning more than was normally done. I'll discus this new concept a bit later in the chapter. OPTEMPO Our OPTEMPO for the deployment was 43.7% underway; 56.3% in port (87 days underway, 112 days in port or at training anchorage, total days 199 days). My monthly average flight time was 33.8 flight hours which was about average for a peacetime Med cruise. In my opinion, this was only enough flight time for a forward deployed carrier to maintain minimum readiness.

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We were Underway from Rota on April 19th for the 7 day transit to Norfolk.



The WAS tactics that we developed during the cruise were not in response to any threat that the Soviet Navy was presenting during that time. The Russian ships that we encountered were either at the Kythira anchorage or conducting routine peacetime training. We designed our WAS tactics for a potentially more serious scenario. The Soviet Union was in decline and it was unknown how far their leaders would go to maintain the Soviet status quo. If they decided to use their naval power more aggressively, how would we respond? I decided that we would design tactics we would have to use if we were tasked to conduct a strike to eliminate the Soviet naval threat in the Mediterranean Sea. The Soviet naval threat in the Mediterranean Sea in 1977/1978 was the Kirov Battle Cruiser Strike Group with a Russian Fleet Admiral embarked. The Kirov Battle Cruiser was a large (length- 827', beam- 94') nuclear powered ship that had a surface to surface missile weapon system (SS-N 19 "Shipwreck") with a range of almost 400 miles. The Kirov had 20 of these (P-700 Granit) medium range ballistic missiles. They could be armed with either a 1,650 lb conventional or a tactical nuclear warhead.  The Russian Fleet Admiral embarked on a Kirov Battle Cruiser might have the authority to use the nuclear option. Our task was to plan for the greatest capability of the enemy.  So, we would develop our tactics to eliminate this threat.
 
 
In addition to the surface to surface "Shipwreck" system, the Kirov also had an anti submarine warfare (ASW) system called "Silex" which had ASW torpedoes with a range of 5-50 km range and depth charges which could be delivered by Kirov's helicopters. The Kirov also had at least two anti air warfare (AAW) air defense missile systems; the "Grumble" SA-N-6 system with a range of about 120 miles, and the "Gecko" SA-N-4 system with a range of about 19 miles. The Kirov also had two AAW system upgrades in the late 1970s to 1980s either of which may have been on board our Kirov in 1978. The Kirov also had several AAW gun systems from 30mm to 130 mm.

Note: The Kirov's systems specifics are from Wikipedia.
The strategic battle plan, of course, was totally "above my pay grade"; probably "above the pay grade" of our embarked carrier group commander. But, if it were up to me, it would contain the following elements: 

1. If at all possible, launch the strike against the Kirov Battle Force from outside 400 mile surface to surface missile threat from the Kirov Battle Cruiser.

2. Try to control the battle space so that the Kirov Battle Force had two threat sectors to defend; the American Battle Group from one sector and a NATO  land based capability from the opposite side. This force disposition would require the Kirov Battle Force commander to dedicate escort ships with ASM and AAW capability to defend both sectors.

3. Keep the F-14 assets in the vicinity of the Carrier Battle Group to defend against inbound surface to surface ballistic missiles from the Kirov.

4. Task the WAS strike group to eliminate the surface to surface threat (primary), command and control and air defense capability (secondary)

5. Once the the offensive threat of the Kirov Battle Force is eliminated, then a decision can be considered to sink ships. Note: There is normally an SSN (attack submarine) assigned to the carrier battle group in a "direct support" mission. In 1978, this submarine was not under the control of the battle group commander but by a submarine staff officer on the fleet staff. For this reason, we will not consider the SSN tasking or the ASW aspects of this battle plan. 

However, if the air defense and ASW capabilities of Kirov and her escorts had been neutralized, the SSN was the perfect assset to use to sink to Kirov. Weapons Selection-  As the mission of the strike was to eliminate the surface to surface missile capability, cause personnel casualties of command and control personnel, and disable radars and air defense missile launchers, the Rockeye II cluster bomb was chosen as the best weapon to accomplish the mission.

Mk 83 (1,000 lb bomb) and MK 84(2,000 lb) and TV guided bombs (Walleye) required medium to high altitude delivery which would result in greater losses than the low altitude delivery we planned to use with the Rockeyes. The bombs would be more effective when the Kirov and support ships' air defensse weapons were neutralized and the decision was made to sink the ships.

The Rockeye was originally designed as an anti tank weapon. Each Rockeye pod has 247 MK 118 Mod 1 bomblets capable of penetrating 7 inches of tank armor. My personal experience flying against surface to air missile (SAM) facilities in North Vietnam was that the Rockeye was very effective against missiles, launchers, and radar vans (our WAS mission). Each Rockeye pod delivered the 247 cluster bombs in a rectangular pattern about the size of a football field. The A7E was capable of carrying 4 to 6 Rockeyes per aircraft; although we might go with 4  (reduced drag) for fuel economy. The Rockeye can be delivered with a low altitude delivery called the "pop up roll ahead delivery". With this delivery, the pilot can approach the target as low as 100 ft above the water, making a difficult target for an air defense missile. Approaching the target ship at as low as 100ft above the water, the pilot can determine visually the time to execute a 4G pull up to about 20-25 degrees followed by rolling inverted, visually acquiring the exact target (through the canopy while inverted), then pulling the aircraft down to a15 degree to 20 degree dive rolling back erect. This maneuver gives the pilot a second or so to fine tune his aim point before releasing his 4 Rockeys at the target. One A7E could unleash 988 bomblets on the target (4 Rockeye)

MK 20 II Cluster Bomb

MK 118 Mod 1 Bomblet

Rockeye Deployment

The attack strike force would consist of three waves of attack aircraft; two waves of light attack A7Es with 10 aircraft (5 sections each) and one wave of medium attack A6E aircraft. Each wave of A7s would be from the same squadron due to the training required to execute the strike.  The lead section (VA-15) would have the strike lead. The aircraft would take off rendezvous as strike waves, receive as much fuel as possible, and proceed to the target at high altitude. The fueling priority would produce the separation distances required between the strike waves.  


1. The Tactictics of the First Wave: The tactics of the first wave were to fly toward the Kirov at high alaltitide to conserve fuel and to start to descend at about 120 miles from the Kirov Battle Cruiser (Grumble SA-N6 max range) planning to be at low level 50 miles from the Kirov Battle Cruiser. At 50 miles, the sections would separate; two to the left and two to the right and fly along a circle segment at 420 kts. The lead section would make two five minute 360 degree low altitude turns and then head toward the position of the Kirov at 480 kts. The two inboard sections would fly for five minutes along the circle segment at 420 kts and then execute one five minute low altiitude 360 turn before heading to the position of the Kirov at 480 kts. The two outboard sections would fly along the circle segment for ten minutes at 420 kts and then turn in toward the position of the Kirov.  All sections would maintain a speed of 480 kts toward the Kirov. This process would create a near simultaneous strike from five sectors. Note: The wingmen would fly a combat spread position (about 1,500 ft from their leaders) so that thy could maneuver independently while maintaining section integrity. 

2. The Tactics of the Second Wave of five sections of A7E: The CO of the other A7 squadron free to use whatever tactics he desired. However, he was required to understand the mission objective and the tactics that would be employed by the first wave. His tactics could not result in the second wave arriving at the target before the first wave. He was not allowed to change the weapons load (Rockeyes) but was permitted to use six Rockeyes per aircraft if he desired. The aim points for his aircraft had to be consistent with the mission objective and be approved by the strike leader. Note: Predictability in combat results in increased losses!  Having the the tactics of the second wave different from the tactics of the first wave complicated the force defense problem for the Kirov increasing the survival potential of second wave aircraft.

3.The Tactics of the Third Wave (A6 aircraft): The A6 squadron was expected to get as many sections of strike ircraft as available into the air as possible. The CO of the A6 squadron was free to use whatever tactics he desired. However, he was required to understand the mission objective and the tactics that would be employed by the two previous waves. His tactics could not result in the his third wave of A6s arriving at the target before the second wave of A7s. The bomb load of his aircraft was changed from Rockeyes to MK 84 and Mk 83 bombs.  The aim points for his aircraft were the SSN 19 "Shipwreck" launch tubes.  His mission was to ensure that the surface to surface threat of the Kirov was neutralized. He was authorrized to divert one section of his aircraft to the aft portion of the ship to neutralize any anti aircfaft fire from the Kirov.  

The initial target for A7 strike sections would be the following aim points of the Kirov Battle Cruiser:  

two sections (on the left)- The forward deck area to the bridge to take out the Shipweck missile launchers and "shipweck"personnel
lead section (in the middle)- The bridge and forward radar mast
two sections (on the right)- The forward and aft radar masts and gun/missile positions on the forward end of the aft deck and missile launch personnel


On April 24th I logged one flight (2.7 flight hours) for the Fly Off from America to Cecil Field
My total America traps at this point was 457.

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End of Cruise Article- Airwinger; My 23rd, 1978

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THE FLY IN:

10 Plane Diamond Fly In

Left: Lindsay and Laura Center: Pat Mazach

Laura (13), Dad and Stacy (7), Heather (14)

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April 25th- USS America Arrives Norfolk

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May, 1978- At Cecil

Tom Mitchell (outgoing Operations Officer and Tim Vogel Incoming Operations Officer) worked together for six weeks or so to get a good start executing the competitive exercise portion of the plan.

Our new Maintenance Officer, George Webb went to work immediately to get our Maintenance Team together. We already had a good maintenance team but we needed to ensure that we didn't experience a drop off of aircraft availability during our ambitious shore based training. We knew that the success of our operational plans depended on outstanding aircraft readiness. So, we had to keep the pressure on to sustain our effort. Our new Administrative Officer, Denny Carroll, jumped right in with enthusiasm. He was a team player. The XO, Maz (AKA Bohunk), had the pleasure of making sure that our department heads were working effectively together which was critical if we were going to be successful in accomplishing such an ambitious program effectively and safely.

The JO planning groups began the planning process for their missions:   

The ACM Group- I think "Cactus"Jack Sheehan and possibly John Ihlenburg had the lead in this process. Their job was to see what dissimilar ACM compexes there were and then to multiply that number by the number of pilots in the squadron in order to determine how many dissimilar ACM mission flights we needed. The next step was to arrange the ACM services usually with VF-142 and VF-143.

Air to Air Gunnery- Lt Bob Chimenti and Lt Norm McCoullough were the obvious choices for this mission area. They had both been T2 instructor pilots in the Training Command.  If they had not been directly involved in the procedure required to tow a banner, they could find someone who did. The only way we could accomplish this task would be to do the towing of the banner ourselves. Cisco and Norm were an essential part of the success of the program.

The west coast A7 squadron Exchange Program- I do not remember much about how or if we accomplished this project. Possibly Mike Groothousen and Kevin Brown might have been involved. . Perhaps we flew some aircraft out to the west coast A7 base at LeMoore, CA. Hopefully a VALION shipmate who reads this might provide some more info.

War At Sea Project: Bert Johnston and I took our first big and significant step to get the project going. We drove out to Mayport. I met with the Commdore of DESRON 10 to describe my concept of the project and to get his permission to proceed.  I was somewhat pessimistic as the rumor was that he was not too fond of aviators.  Much to my surprise, he was exceptionally supportive and enthusiastic about the program.  I think he realized that his ships were going to get more aircraft services to train in air defense than they would otherwise.  He suggested I start by contacting the CO of the Oliver Hazard Perry FFG-7 which was in port. He gave us DIRLAUTH (Direct Liason Authorized) with the Perry.  He asked me to keep him informed of our progress. Bert, who was waiting outside the Commodore's office, and I went directly to the Perry.  The CO was waiting for us as the Commodore had give him a "heads up" that we coming to meet him and that we had his support for the program. He gave us the name and contact information of his project officer so that Bert could get to work with him.   

I moved into the Club Continental with Cathy sometime in May/June:

The Club Continental was built in 1923 as the winter home of Caleb Johnson, heir to the Palmolive Soap Company.  It is still owned and operated for for the family by Karrie Massy.

Front Gate Sigh

Main house (now a hotel and restaurant)

Cathy and I moved into a two bedroom two bath apartment called Barcelona 6.
   

Barcelona 6

Barcelona 6 was just a short walk from this beautiful pool

I was very familiar  with the Club Continental having played tennis there since the late 60s.  I played on the Club Continental Men's A doubles team in 1970 to 1972 when we (VA-82) were not at sea. I won the Club Continental Men's Singles title in the Memorial Day Tennis Tournament during that time frame.
In 1977, I played lots of tennis at the Club Continental during my time as XO/CO of VA-15. However, I was using a metal YONEX racket at that time resulting in Tom Mitchell giving me the call sign "YONEX". These are pictures of the Club Continental hard courts today. (7/26/2021).
       

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June 1978- Cecil Field      

I will be showing you a copy of my log book for each month so you can see the competitive exercise plan flights (indicated by the three letters in the remarks section)


AG-1 indicated an air to ground exercise). You can also see what "project" associated sorties were flown.                      

I flew 17 flights (30.6 flight hours) I completed 9 competitive exercise (compex) training flights.

I drove from the Club Continental to Cecil in my newly painted CO VA-15 VW Beetle.


It was a tradition  in those days for the squadron corrosion control gang to take possession of the CO's car for a couple of days and paint it appropriately. I had planned ahead, as you see, by ordering a "VALIONS" license plate.

June 16th- WAS strike against HMS Arc Royal

The Britania Award was presented to Greg Gore  aboard HMS Arc Royal in port Mayport

Greg's wife Joyce and Greg aboard Arc Royal for the ceremony.

Greg had recently reported aboard VA-15 as our new "nugget" pilot   It was great getting a skilled air to air gunnery pilot as a "nugget" in the squadron.

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June 19th- CQ USS Lexington CVT-16

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Helicopter Rescue Exercise with HS-15:
      

The Smith Brothers

The picture above was taken during my VA-82 cruise on board the America in the Mediterranean in 1971. One of the staffs (CAG//Flag) wanted to do an exercise (perhaps rescue swimmer training) where a couple of pilots were plucked from the Med.   My roommate,, LCDR Leighton "Snuffy" Smith and I volunteered.  Not only was it a lot of fun but was great training for us also.

So, I thought that a similar exercise would be beneficial not only for our pilots but also for the helicopter crews. We arranged with HS-15 to provide a couple of helos so that we could practice actual helicopter rescues in the St Johns River.  We met up at the Club Continental marina. Tom Mitchell and perhaps someone else brought their boats to ferry two pilots at a time from the marina dock out to the middle of the river for their turn of rescue training.  The pilots were dressed in their flight suits, surplus helmets, modified vests with leg straps and a hoisting ring, and tennis shoes. There were lots of wives and children present to watch. It was almost a"picnic party" atmosphere.

About half way through the training, I noticed that Linda Sheehan was there with Cactus Jack.

Linda and Jack "Cactus" Sheehan

Cactus was one of our best young pilots.  I had heard that Linda was beginning to put pressure on Cactus to get out of the Navy. Linda was an athlete and I thought that if she experienced some excitement such as Jack experienced as a Navy Carrier pilot, she might be more supportive. So, I asked Linda if she wanted to go out in the river and get rescued by a helicopter. She accepted, put on Jacks flight suit, vest and a helmet and took the next boat to the river.
She got in the water, the rescue swimmer jumped from the helo, got her hooked up to the hoist and rode up with her to the helo. Somewhere about half way up, the swimmer noticed she was a young woman and almost fell off the hoist.

Cactus stayed in the Navy, was an Instructor PIlot at VA-174 when I was CO there and went on to the USS Saratoga (when I was XO) as a Catapult and Arresting Gear Officer. Cactus finished his career as Commanding Officer of VA-45 when it was an adversary squadron at NAS Key West.


The Rescue Training with HS-15 was a great success. It was fantastic training for everyone and we all had a great time.

CDR Andy Granuzzo CO HS-15

Andy Granuzo was the CO of HS-15 for the entire cruise and most if not all the Turn Around training period. It was an interesting relationship. I enjoyed working with Andy and the junior officers of our squarons got along very well. I'm not sure how much Andy knew of our "Rescue Training". He was known to "fly off the handle" on occasion. But I didn't get any adverse feedback from him after the rescue training. Andy and I had our "deep draft" commands at the same time in Norfolk, VA. He was the CO of USS Iw Jima LPH-2 and I was CO of the USS Austin LPD-4 in 1985 and 1986.

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Tom Mitchell checked out of squadron in June:

Tom's departure could have had a negative impact on the squadron if we had not spent a lot of effort in limiting the impact by a well planned transition. John Mazach was particularly effective in assisting Tim Vogel after Tom left the squadron.

Tom Mitchell was one of the best carrier pilots I flew with during my navy career. He routinely flew OK 3 passes; steady "greenies" "for 30 or so landings between a Fair pass. He won the "Top Tailhook Award" for the air wing during the cruise. He was a smooth flight leader and an effective officer. The training plan that he developed for our turn around cycle became a "straw man" for other organizations. Tom went from VA-15 to the COMLATWINGONE Staff as the A7 Training Officer where he developed the COMNAVAIRLANT Readiness and Training Manual based on our VA-15 plan. After two very succeessful aviation command tours as CO of the VA-46 Clansmen (won the Battle  "E" and CNO Safety Award) at Cecil and the VA-122 A7 RAG at Lemoore. His next tour was as the Air Training Officer at COMNAVAIRPAC where he produced the CNAP/CNAL Readiness Training Manual.

I continue to keep in contact with Tom and his "Pensacola Sweetheart" Susan.


July 1978- Cecil Field

 
July was not a big flight time month for me. I flew 10 A7 flights (17.4 flight hours) My flights were mostly ACM flights and compexes. I flew two flights with VA-45 to renew my instrument card.

Squadron Picnic

Sometime during the turnaround cycle we had a squadron picnic at Cecil. The fact that Jeff McComb and Peter Gray are in the picture along with Cathy means that it was probably in July, 1978, or so. I don't know why "Snuffy Smith" is in the picture. He wasn't CLAW ONE until 1980. Maybe he was taking a break from Washington.

 

WAS Program- The officers of VA-15 and wives had dinner reception at the Mayport Officers club with USS Oliver Hazard Perry officers and wives. It was a great way to get to know the officers of the Oliver Hazard Parry "wardroom" as part of kicking off our WAS program with them.

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August 1978- Cecil Field

 
I flew 20 flights in August (33.3 flight hours). My significant training plan fights were ACM flights, my first A7E (I had previous experience air to air gunnery in the F-105), Air to Air Guns flight (banner towed by either Cisco or Norm) and COMPEXES in Radar Bombing, night bombing, and a Close Air Support compex with live ordnance (6 MK 82s) at Pinecastle target.  

War At Sea- Unfortunately, USS Oliver Hazard Perry FFG-7 had material/scheduling issues and was not available to continue in our WAS program. Fortunately, DESRON 10 demonstrated its' support for the program by quickly providing a replacement, the USS Talbot FFG-4 (A Brooke Class destroyer). August 17th- My first WAS strike on USS Talbot FFG-4 There were other WAS strikes on the Talbot lead by Maz and probably someone else. Hopefully, we will get more information as other VALIONS read this draft.
      We had two VA-15 pilots on board Talbot for this exercise. Although we had only 4 aircraft (2 sections), we wanted to take a look at our tactics from the ship perspective.  We used our 50 mile circle with a 480 kt approach speed to a Pop Up Roll Ahead attack.  After that, we bombed the spar with our practice bombs.

Left to Right; Cisco, Harvey Swift, Norm McCoullough, Doug Magnant, Bert Johnston with a post strike cake

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August 19th, 1978- I took a  break; Cathy and I had a military wedding at the Grace Episcopal Church, Orange Park
 

Grace Episcopal Church

Reception at the Club Continental

Cutting the cake at the Club Continental

The reception was at the Club Continental:

The dining room was set up with a buffet.

In 1977, the green area in the current picture consisted of beautiful flowers lovingly cared for by Karrie Massey herself.

We had beautiful weather. Everyone enjoyed the patio and lawn area between the house and the river.

Gene Nordan, the famous "Piano Man" from Atlantic Beach was a good friend of Cathy's parents. He played on the patio during the reception.

Cathy's "Bachelorette Party". I think the party was held at the Hull-Ryde home on the Black Creek in Middleburg, FL.

Left to Right: Pat Mazach, Cliff (Back Red Hair), Aunt Cliff, Cathy, Gail Hull-Ryde, ?

Aunt Cliff and Cathy Aunt Cliff made the best pecan pie ever!!

Gail and Don Hull-Ryde (May they Rest in Peace)

I took one week of leave for a brief Florida beach honeymoon and was back flying with the squadron on August 28th.on on

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September, 1978- At Cecil
   
I flew 12 flights (22 flight hours) that September.

You can see that it was a mixture of flights from compex training flights, an AA guns flight, an ACM flight and carrier quals for the Nimitz.

Note: August and September are usually "slim pickens" for fuel for squadrons on shore based training plans. The fiscal year ended on Ocotber1st at that time. Squadrons and ships were not supposed to exceed their fuel budget for the fiscal year. What resulted was that virtually all units had a small surplus at the end of September.  Adding up that small amount of unused fuel for each unit by the large number of squadrons resulted an a large surplus at the end of September.  AIRLANT had to find away to use up this available fuel for the fiscal year.  Understanding this, I flew a big month in August confident that AIRLANT would give me additional fuel in September.  It worked !

September 19th- CQ USS Nimitz. This CQ was more for the Nimitz than for us. The Nimitz needed some airplanes to practice deck handlingling etc. and we were available one day to provide these services.  

September 30th, 1978- End of competitive period for Battle E period          

COMNAVAIRLANT Battle "E" Winners and Wade McClusky Award Finalist



The Battle E" squadron had the privilege of having their aircraft paint scheme on the A7 at the Cecil Field Gate.
Our VA-15 aircraft was there for two competitive cycles during my and John Mazach's time as Commanding Officers of the VALIONS!

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October 1978- Cecil Field and NAVSTA Roosevelt Roads, Puerto Rico
    
Big Month- 27 flights (36.8 flight hours).

We split the month operating from Cecil for the first half and moving to NAVSTA Roosevellt Roads for the rest of the month.

October 2nd- Second WAS Strike USS Talbot FFG-4


We continued to practice our WAS  tactics until every pilot was able to execute them perfectly. In this picture, I'm briefing the details of what we will be doing on the next mission. That's Cactus Jack to the left and Bert with his back to the camera. I lead two WAS strikes with the Talbot.  There were most likely a couple of others lead by Maz or some other strike leader. We were also flying a lot of dissimilar ACM flights during the first part of October.

October 7th. Family Day/Tiger Cruise- I'm not sure when the Tiger Cruise took place or on which carrier. But, this is proof, there was one!

Laua and Dad on Tiger Cruise

On October 16th the squadron deployed to NAVSTA Roosevelt Roads
      
VC-8 was stationed at Roosy Roads to provide aircraft and dissimilar ACM services for Battle Groups in the Roosevelt Roads operating area.


Our flying was a mixture of completing compexes and providing "Orange force" services for the USS Dwight D. Eisenhower CVN69 which was training in the Rossy Roads operating area.

We were also able to accomplish numerous air to ground compexes at the Vieques Target complex. 

 October 22nd- I lead a WAS strike against the Eisenhower Battle Group. There may have been other WAS strikes against the IKE Battle Group during this period. Hopefully, I'll get some feedback from MAz and anoher flight leader about strikes that they lead.

USS Dwight D. Eisenhower CVN-69

IKE Battle Group Escorts- Aegis Cruiser and destroyers

We were a bit full of ourselves at Rossy Roads. We were the Battle "E" winners and  the Wade McClusky finalist. We were the best of the best !! We were flying ACM and weapons flights at Vieques in great weather. There was nothing to do but fly, go to the BOQ pool and go to the O'Club. We were having a great time. We sometimes tended to "bend the rules" a bit when returning from our flights. We started to break a bit lower, a bit faster and used unconventional breaks such as diamond or fan breaks. I didn't get much negative feedback as long as we were using the long runway as it didn't involve flying over housing or other structures. But one day, wind conditions required using the short normally "off duty" runway.  Off the end of this runway was the housing area and the Officer's Club.


Yep, you guessed it. A flight leader flew over the Officer's Club at about 800 feet and executed a fan break over base housing; a great little air show. But, unfortunately, the base commander (a fighter pilot) was not impressed; he was "pissed". Shortly after the incident, I found myself in his office getting his opinion of how we over estimated our greatness and that he would throw us off of his base if we didn't "knock it off". There were no more low fan breaks over base housing. There were some over the long runway but that was OK. 

UNTIL, the day before we were scheduled to leave the base; a Sunday. Maz and I were in the O'Club having a Sunday brunch. The NAVSTA CO was there also with his wife; dressed in their Sunday best. She even had a cute little hat; very Jackie Kennedy. They smiled at Maz and Maz and me as they were leaving. Perhaps the "hatchet had been buried"!  Maz and I turned back around facing each other. We were seated a window facing the runway when suddenly an A7 filled the window. As he flew over, the O'Club shook!     Note: It was one of our pilots on a Maintenance test hop (not "Spider", George Webb).
  

Roosevelt Roads Officer's Club

The NAVSTA CO and his wife were just outside the front door when the A7 came over. ((I am not sure if there was an awning back then). But no matter, as the A7 flew over, the wife's hat went into orbit; sort of like a frisbee. It was a good thing that we were scheduled to leave the next day. I suppose, the base CO probably reported the incident to COMNAVAIRLANT but I don't remember hearing anything from them or from COMLATWING ONE. Perhaps they are still "chuckling". 

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 November, 1978- Mostly at Cecil; Flight operations with the USS America at the end of the month
   I flew 14 flights (25,7 hours in November On November 1st, we were still in Roosevelt Roads

On November 1st-I lead a 30 plane WAS strike against USS Mahan DDG-42
December, 1978- USS America and Cecil Field


I flew 14 flights in December (25.2 flight hours)

November 28th-December 6th- America flight ops- included air to ground strafe at Dare target in North Carolina 15 traps

472 total traps on America

December 7th,1978-January 3rd, 1979 - Cecil

December 13th- COMLATWING ONE Bombing Derby

  
VA-15 Winners of the CLAW One Bombing Derby

Left to Right: me, Shortstop, Geech, and Frog

COMLATWING ONE Bombing Derby Winners 1st Place- VALION ONE 3rd Place- John Ihlenburg (Shortstop) 5th Place- Norm McCoullough (Geech) Note: VA-15 placed three pilots in the top five of all the CLAW ONE A7 squadrons 10th Place- Tim Vogel (Grog)

COMLATWING ONE, Captain Pat Kober presents the plaque (CWO 2 Will Hinkle (VA-15 gunner) watches with pride

My plaque as the "Best Bomber" during the Bombing Derby

Note: There are two major factors in determining the accuracy of weapons delivery in the A7E; pilot skill and
how "tight" the weapons delivery system is in that particular aircraft.
As you might expect, the CO was assigned a plane with a "tight system".



Christmas 1978-  The officer's wives' Christmas salute to the "E" winners!

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January 1979- Underway with USS Independence CV-62 for the first half of the month; back at Cecil for the rest

I flew 12 flights for 18.8 flight hours in January

January 10th-January 17th-  USS Independence CV-62; 

The Indy would become our new home as part of CVW-6

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February, 1979- At Cecil through Feb 14th; INDY Feb 17th-21st
 
I flew 11 flights in February (18.0 flight hours) 

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John Ihlenburg & CO- Rrunners up in Men's Racquetball Doubles


USS Independence  CV-62- February 17th through 21st 

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March 1979- INDY through March 11th; Cecil March 13th-18th; INDY March 19th-31st
                                
Huge month! I flew 31 flights for 60.0 flight hours.

I had only flown an average of 25.6 hours per month up to this point during our training cycle. I had three good months  (June- 30.6 hours, August- 33.3 hours, and October- 36.8 hours), (Average- 33.6 hours) which was about the average monthly flight time I had during the recent Med cruise. My flight time was about average for the squadron. We needed more flight time to be ready for our Operational Readiness Evaluation (ORE).

Workups USS Independence CV-62  March 23rdt-March 31st (Roosy Roads operating area/Vieques target) 

During this nine day period, I flew 13 flights for 26.5 hours (an 80 flight hour per month rate).

Nine of these flight were to the Viequez target complex; all but one with MK 82 or MK 83 bombs. With this many weapons flights in a short period of time, our maintenance guys had the systems tight and we pilots were at the top of our game.

George Webb (left) was significant factor in our squadron's outstanding weapons systems and automatic carrier landings.

Three of my flights were at night. I flew six Mode 1/1A (automatic landings controlled by the ship/aircraft systems). One of these was "hands off" (1A). We were only able to accomplish this because of George Webb's 's extraordinary background in aircraft carrier controlled approaches as a PAX River test pilot and his work with the ship's and our squadron's maintenance personnel in fine tuning the ship's and squadron's aircraft systems.

Note: I want to mention that Spider (George Webb) also was instrumental in improving my personal landing skills. He spent several sessions with me in the Ready Room explaining the fine points of his landing technique.

Taking a break aboard Indy Left to Right: CO, John Ihlenburgh, Norm McCoullough, Tim Vogel

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April, 1979- ORE Roosy Roads; Port Visit to St. Thomas
  
I flew only 5 A7E flights in April (10.1 flight hours) Type training Roosevelt Roads Operating area/Vieques target complex

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April 1st -5th In port St. Thomas

View of the port from our "Admin" in St Thomas

We had a great view and a nice pool

There was a "cabana bar" by the pool

 
We had a great "Admin" at ST. Thomas. It was located in a small but nice hotel on the hill behind the town with a great view of the port and the Indy at anchor. The next to the last day in St Thomas, Maz and I were having a drink in the early afternoon at the "cabana bar" at the pool when we met two people from the Carnivale cruise ship (the second ship in the Carnival Cruise Lines in the 1970s). One was a guy in his mid 30s who turned out to be the Chief Purser of the ship. The second person was a Scottish woman in her early 40s who turned out to be in charge of all the concessions on board the Carnivale. After some discussion and a few drinks, they invited Maz and me to join them at the Carnivale for drinks. Dressed in bermuda shorts, T shirts and sandals, we accepted!

Cruise ship dock at St Thomas

The Carnivala, the second ship for the Carnival  Line

A suite nice suite in one of Carnival's new ships

April 6th-8th. 1979- Operational Readiness Evaluation (ORE)- Our final Exam !  April 6th- Vieques Target (2.3 hours) April 6th- COMTUEX (1.5 hours) April 7th- MSR (1.5 hours)   Background: In November, 1967, the VALIONS of VA-15 flew all 14 of our A4C aircraft on the last day on the line over North Vietnam during Operation Rolling Thunder. We were scheduled for 12 strike aircraft and one spare for a major ALPHA strike near Hanoi prior to entering port at Cubi Point, Philippines. The target time was about noon. Lcdr Jerry Tuttle was our Maintenance Officer. He arranged to fly our 14th aircraft to Cubi Point (for corrosion control) prior to the Alpha Strike group. One of the other A4 squadrons (we had three A4 squdadrons in our deck load) had an aircraft go down on deck and we launched our spare. All 14 of our aircraft were airborne.  Ouur Maintenance Control Officer, Lt Shep Shepperd, brought out a folding beach chair, lit a cigar, and began to read a newspaper. The morale of our maintenance troops was "over the top"!!

I wanted to do a similar "salute" to our maintenance personnel by flying all 12 of our aircraft on the final strike of the ORE. We were scheduled for eleven of our twelve aircraft for the strike; 10 strikestrike aircraft and one spare. Our twelfth aircraft was in Hangar Bay 3. It was down for a fuel quantity electrical problem and didn't have an operational radar. But the other essential systems (engine and hydraulics) were good. We (I'm not sure if I did this or whether George Webb, our Maintenance Officer did), worked with the Hangar Deck Officer to make sure that our 12th aircraft was not blocked in Hangar Bay 3 so it could be sent up to the flight deck if we could get it in an up status.

I took myself out of consideration to lead the final strike. It was a good opportunity to give Maz the strike lead so that I would be able to man the 12th aircraft in the Hangar Bay 3. I didn't want one of our JOs to be in the position of defending the status of our 12th aircraft should be launched. As the launch of the final strike progressed, our spare was launched because one of the VA-87 planes VA-87 planes went down on deck. Our 12th plane (with me in it) was moved to Elevator #3 and up we went to the flight deck aft of the island. I think the entire AE shop was around the aircraft as we went up. They fixed the fuel indicating system problem and the Ordnance troops loaded the plane with Mk 82 bombs. The Captain of the ship, having been briefed on our desire to fly all 12 aircraft, decided to launch my aircraft from one of the waist catapults. We did it.  It had the desired effect. Our maintenance guys appreciated the gesture.

Later, when I was CO of VA-174, one of the VA-15 maintenance guys who was then in 174 came up to me and said how great is was that we launched all 12 of our planes. I still get emails from VALIONs who were present that day expressing how "cool" that day was!  

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April 8th- INDY (1.3 hours) April 9th- Fly Off from INDY to Cecil (3.5 flight hours)- MY last flight in VA-15 April 19th, 1979- Change of Command- Cdr John Mazach relieved Cdr Bo Smith as Commanding Officer of VA-15 The reception was held at the Club Continental: We had beautiful weather.  John's family drove down from Nashville, Tennessee for the ceremony and reception. They were surprised when we served them sea turtle soup as a first course and sea turtle steak as the entre.  Club Continental was famous for their sea turtle courses.

Note: It was legal in 1979 to serve sea turtle meat in a restaurant.

I do not have any pictures of the change of command ceremony.  The pictures above are from the scrap book.
I hope that Bohunk has some others and that he will send me copies to add here.

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