Naval Aviators.....
06-05-2006, 07:20 PM
#31
Gets Weekends Off
Joined APC: Apr 2006
Position: B767A[ret.]
Posts: 593
>> > >An e-mail from an unknown old used up Naval Aviator
>> > >
>> > >I was assigned duty fighter alert although conditions were too rough
>> > >for
>> > >the
>> > >fleet to be flying. Flight operations had been canceled. . . but the
>> > >On
>> > >Duty
>> > >[Alert] fighter had not.
>> > >
>> > >
>> > >I knew that there was no way they would launch me, since green water
>> > >was
>> > >now
>> > >elevating itself 80 feet [ or the deck was diving 80 feet ] into the
>> > >North
>> > >Atlantic.
>> > >
>> > >
>> > >I was pulling significant plus and minus G's just sitting in the
>> > >cockpit.
>> > >In
>> > >addition there was a thin sheet of clear ice that covered the flight
>> > >deck
>> > >making taxiing impossible. In fact it had taken about 10 sailors on
>> > >each
>> > >side of my aircraft just to get me on the Cat. Each time the ship
>> > >would
>> > >roll
>> > >starboard the airplane would slide right. And each time the ship
>> > >rolled
>> > >port
>> > >we would slide left.
>> > >
>> > >
>> > >That was a helpless feeling to say the least. Finally, with heavy
>> > >chains,
>> > >they tied my airplane to the Cat. I was sitting in there, when all of
>> > >a
>> > >sudden the big bull horn sounded :
>> > >
>> > >
>> > >" LAUNCH THE DUTY FIGHTER ! "
>> > >
>> > >
>> > >" Hey . . you've got to be kidding ! "
>> > >
>> > >
>> > >My engine was not running and I had no electrical power up for the
>> > >command
>> > >radio. But the launch crew was already removing my 10 chain tie downs
>> > >and
>> > >getting a ground starter in place. The crew gave me a two-finger '
>> > >turn up'
>> > >and pointed to my headset. I knew this was a signal to call PRI-FLY.
>> > >
>> > >
>> > >Before I could transmit they were saying : " We have an unidentified
>> > >target
>> > >approaching the 250 mile circle and you must check it out. You
>> > >
>> > >will be launched as soon as the ship can turn into the wind ". " O
>> > >s---"
>> > >
>> > >I thought.
>> > >
>> > >
>> > >The waves were so high that the catapult Shooter had to time our bow's
>> > >up
>> > >and down movement before he could launch my aircraft.
>> > >
>> > >
>> > >Frequently, the ship's nose would be buried in a dive. The next moment
>> > >
>> > >it, would be climbing a wave and simultaneously rolling 10 to 20
>> > >degrees
>> > >
>> > >. . while POINTING UP.
>> > >
>> > >
>> > >After checking all engine instruments [ hoping finding a major
>> > >problem ]
>> > >
>> > >I determined that all systems were go. Also there were 3,500 troops
>> > >there
>> > >watching to see if I was a real fighter pilot. The Navy had bred into
>> > >us to
>> > >never turn down a mission. This alert could be the REAL ONE. And our
>> > >fleet
>> > >could actually be under attack !
>> > >
>> > >
>> > >I saluted Shooter and adjusted back in my seat for the shot.
>> > >
>> > >
>> > >As the ship's bow started up the shot came, I was airborne at 180 kts
>> > >in
>> > >1.8
>> > >seconds. There was no way I could keep my feet on the rudders during
>> > >the
>> > >catapult. After the catapult, some of us felt like roadrunner birds -
>> > >and
>> > >we'd key the mike saying, " BEEP BEEP."
>> > >
>> > >
>> > >About the time I was recovering from the shot, Combat Control gave
>> > >
>> > >me vectors to the incoming target. And they instructed my speed to be
>> > >G-A-T-E ! WIDE OPEN THROTTLE WITH WITH STEREO AFTERBURNER.
>> > >
>> > >
>> > >Even while rapidly climbing five miles high in less than 60 seconds,
>> > >the
>> > >F-8 Crusader was accelerating supersonic. And ninety seconds later, I
>> > >was
>> > >at
>> > >30M heading for the bad guys.
>> > >
>> > >
>> > >To aid in finding the incoming Russian bomber(s) I tweaked my radar
>> > >range
>> > >out to 60 miles. But stationed on the outer edges of the fleet, a
>> > >destroyer
>> > >(DD) was able to look out even farther with its radar.
>> > >
>> > >
>> > >I was turned over to the DD and I reported my position. They
>> > >responded, "
>> > >Roger, Silverstep. We have you in contact." I asked : " WHERE'S THE
>> > >BOGIE
>> > >?
>> > >
>> > > Silverstep : " It appears that was a false target " [ possibly
>> > > generated
>> > >by
>> > >a non-gyro stabilized radar receiver due to the rough sea].
>> > >
>> > >
>> > >" WOW ! I had risked my life for a false target. Now, I had to land
>> > >on a
>> > >boat that was bouncing up and down like a cork."
>> > >
>> > >
>> > >Although being literally shot up into the air, flying to the target
>> > >had
>> > >been
>> > >routine. But landing on a boat being " beaten around like a puppet
>> > >jerked
>> > >on a string " was not.
>> > >
>> > >
>> > >
>> > >I was given a You Are CHARLIE ON ARRIVAL meaning that I could land
>> > >immediately. I had the ship to myself.
>> > >
>> > >
>> > >Usually, if a bird needs more fuel the tankers are available to give
>> > >it
>> > >another drink. No tankers were up on that day. On the other hand, I
>> > >did
>> > >come back with enough gas for about six (6) landing attempts. Thank
>> > >goodness
>> > >I did.
>> > >
>> > >
>> > >
>> > >When the ship is just rocking and rolling, the visual ' meatball ' on
>> > >the
>> > >final approach glide slope is gyro-stabilized. But, if the ship is
>> > >H-E-A-V-I-N-G AND B-U-C-K- I-N-G . . the gyro limits are exceeded
>> > >making
>> > >the ' meat ball's ' light beam inaccurate.
>> > >
>> > >
>> > >In this situation the Landing Signal Officer (LSO) will manually
>> > >control
>> > >the
>> > >meat ball to keep you on a desired glide slope. In other words, he
>> > >puts the
>> > >beam where he wants you to fly. He can judge the huge waves and try to
>> > >get
>> > >you on board when the ship is level . . somewhat.
>> > >
>> > >
>> > >In most cases the pilot is not able to see the ship's movement on
>> > >
>> > >his approach. His thoughts are 100% focused on staying on the
>> > >
>> > >' meatball. ' And all the way to a trap, he is saying to himself :
>> > >
>> > >" MEATBALL . . LINE-UP . . AIRSPEED. "
>> > >
>> > >
>> > >This time I could see the ship's movements . . loud and clear !
>> > >
>> > >
>> > >The ship would be nose high while in a roll 20 degrees to port. That
>> > >would
>> > >be like flying into a wall. Now making another quick glance, and the
>> > >boat
>> > >was nose low and rolling both ways. With other glances, I could
>> > >actually
>> > >see
>> > >the ship's huge screws under the fantail.
>> > >
>> > >
>> > >I was in deep trouble. Perhaps making it impossible to make a
>> > >successful
>> > >landing.
>> > >
>> > >
>> > >The LSO was letting me fly in as close as possible before hitting the
>> > >big
>> > >red flashing lights. I was doing everything correctly, but got the
>> > >wave
>> > >off
>> > >on my first 5 approaches. The LSO was not going to let me land on
>> > >those
>> > >first threatening approaches because I might destroy more parked
>> > >airplanes
>> > >than a Kamikaze.
>> > >
>> > >
>> > >I had fuel enough for ONE more attempt. Needless to say I was calling
>> > >on a
>> > >Higher Power to help me out. Thank goodness He was watching over me.
>> > >
>> > >
>> > >When I felt that tailhook engage the cable, I was the happiest man
>> > >
>> > >on board the USS Independence. The landing is just the opposite of
>> > >
>> > >the Cat shot. No matter how tight you secured your shoulder harness,
>> > >your
>> > >head is thrown forward and down. But after moment you recover your
>> > >senses
>> > >and
>> > >taxi out of the landing area.
>> > >
>> > >
>> > >But my problems were not over.
>> > >
>> > >
>> > >I had to taxi on a thin sheet of ice that covered the rolling deck.
>> > >Each
>> > >
>> > >time the ship would roll . the Crusader would skid in that direction.
>> > >
>> > >
>> > >A few days earlier, I had observed an aircraft skid and drop
>> > >overboard.
>> > >
>> > >Not many pilots survive. The 80 foot fall usually knocks them out - or
>> > >
>> > >their injuries disable them and they sink with the bird.
>> > >
>> > >
>> > >This was called " Church ". When someone would ask what happened
>> > >
>> > >to a pilot in an accident they would respond : " Church " meaning that
>> > >
>> > >he was killed and a memorial service was held.
>> > >
>> > >
>> > >Finally, the flight deck crew got enough chains and tie downs on the
>> > >bird
>> > >to
>> > >keep it from taking a salt water swim along with its pilot. There was
>> > >
>> > >no "Church" on that day for one happy pilot.
>> > >
>> > >
>> > >The ship's Captain congratulated my airmanship. The flight surgeon
>> > >gave me
>> > >a
>> > >few ounces of brandy and I headed to my stateroom for a little R & R.
>> > >The
>> > >ship was still bucking and heaving so while laying in my bunk I was
>> > >mentally
>> > >still pulling plus and minus G's
>> > >
>> > >
>> > >Epilogue
>> > >
>> > >
>> > >After my Navy flying I joined the airlines. Many times I was very
>> > >amused at
>> > >the response of some of my co-pilots complaining about how hard and
>> > >dangerous airline flying was.
>> > >
>> > >
>> > >I felt like I had retired when first taking the airline job [even
>> > >though it
>> > >did have many challenges there as well ]. But nothing compared to
>> > >landing,
>> > >day and night, on an aircraft carrier. I had adventures you can't buy
>> > >in
>> > >the
>> > >civilian world.
>> > >
>> > >
>> > >Ron Knott
>> > >
>> > >I was assigned duty fighter alert although conditions were too rough
>> > >for
>> > >the
>> > >fleet to be flying. Flight operations had been canceled. . . but the
>> > >On
>> > >Duty
>> > >[Alert] fighter had not.
>> > >
>> > >
>> > >I knew that there was no way they would launch me, since green water
>> > >was
>> > >now
>> > >elevating itself 80 feet [ or the deck was diving 80 feet ] into the
>> > >North
>> > >Atlantic.
>> > >
>> > >
>> > >I was pulling significant plus and minus G's just sitting in the
>> > >cockpit.
>> > >In
>> > >addition there was a thin sheet of clear ice that covered the flight
>> > >deck
>> > >making taxiing impossible. In fact it had taken about 10 sailors on
>> > >each
>> > >side of my aircraft just to get me on the Cat. Each time the ship
>> > >would
>> > >roll
>> > >starboard the airplane would slide right. And each time the ship
>> > >rolled
>> > >port
>> > >we would slide left.
>> > >
>> > >
>> > >That was a helpless feeling to say the least. Finally, with heavy
>> > >chains,
>> > >they tied my airplane to the Cat. I was sitting in there, when all of
>> > >a
>> > >sudden the big bull horn sounded :
>> > >
>> > >
>> > >" LAUNCH THE DUTY FIGHTER ! "
>> > >
>> > >
>> > >" Hey . . you've got to be kidding ! "
>> > >
>> > >
>> > >My engine was not running and I had no electrical power up for the
>> > >command
>> > >radio. But the launch crew was already removing my 10 chain tie downs
>> > >and
>> > >getting a ground starter in place. The crew gave me a two-finger '
>> > >turn up'
>> > >and pointed to my headset. I knew this was a signal to call PRI-FLY.
>> > >
>> > >
>> > >Before I could transmit they were saying : " We have an unidentified
>> > >target
>> > >approaching the 250 mile circle and you must check it out. You
>> > >
>> > >will be launched as soon as the ship can turn into the wind ". " O
>> > >s---"
>> > >
>> > >I thought.
>> > >
>> > >
>> > >The waves were so high that the catapult Shooter had to time our bow's
>> > >up
>> > >and down movement before he could launch my aircraft.
>> > >
>> > >
>> > >Frequently, the ship's nose would be buried in a dive. The next moment
>> > >
>> > >it, would be climbing a wave and simultaneously rolling 10 to 20
>> > >degrees
>> > >
>> > >. . while POINTING UP.
>> > >
>> > >
>> > >After checking all engine instruments [ hoping finding a major
>> > >problem ]
>> > >
>> > >I determined that all systems were go. Also there were 3,500 troops
>> > >there
>> > >watching to see if I was a real fighter pilot. The Navy had bred into
>> > >us to
>> > >never turn down a mission. This alert could be the REAL ONE. And our
>> > >fleet
>> > >could actually be under attack !
>> > >
>> > >
>> > >I saluted Shooter and adjusted back in my seat for the shot.
>> > >
>> > >
>> > >As the ship's bow started up the shot came, I was airborne at 180 kts
>> > >in
>> > >1.8
>> > >seconds. There was no way I could keep my feet on the rudders during
>> > >the
>> > >catapult. After the catapult, some of us felt like roadrunner birds -
>> > >and
>> > >we'd key the mike saying, " BEEP BEEP."
>> > >
>> > >
>> > >About the time I was recovering from the shot, Combat Control gave
>> > >
>> > >me vectors to the incoming target. And they instructed my speed to be
>> > >G-A-T-E ! WIDE OPEN THROTTLE WITH WITH STEREO AFTERBURNER.
>> > >
>> > >
>> > >Even while rapidly climbing five miles high in less than 60 seconds,
>> > >the
>> > >F-8 Crusader was accelerating supersonic. And ninety seconds later, I
>> > >was
>> > >at
>> > >30M heading for the bad guys.
>> > >
>> > >
>> > >To aid in finding the incoming Russian bomber(s) I tweaked my radar
>> > >range
>> > >out to 60 miles. But stationed on the outer edges of the fleet, a
>> > >destroyer
>> > >(DD) was able to look out even farther with its radar.
>> > >
>> > >
>> > >I was turned over to the DD and I reported my position. They
>> > >responded, "
>> > >Roger, Silverstep. We have you in contact." I asked : " WHERE'S THE
>> > >BOGIE
>> > >?
>> > >
>> > > Silverstep : " It appears that was a false target " [ possibly
>> > > generated
>> > >by
>> > >a non-gyro stabilized radar receiver due to the rough sea].
>> > >
>> > >
>> > >" WOW ! I had risked my life for a false target. Now, I had to land
>> > >on a
>> > >boat that was bouncing up and down like a cork."
>> > >
>> > >
>> > >Although being literally shot up into the air, flying to the target
>> > >had
>> > >been
>> > >routine. But landing on a boat being " beaten around like a puppet
>> > >jerked
>> > >on a string " was not.
>> > >
>> > >
>> > >
>> > >I was given a You Are CHARLIE ON ARRIVAL meaning that I could land
>> > >immediately. I had the ship to myself.
>> > >
>> > >
>> > >Usually, if a bird needs more fuel the tankers are available to give
>> > >it
>> > >another drink. No tankers were up on that day. On the other hand, I
>> > >did
>> > >come back with enough gas for about six (6) landing attempts. Thank
>> > >goodness
>> > >I did.
>> > >
>> > >
>> > >
>> > >When the ship is just rocking and rolling, the visual ' meatball ' on
>> > >the
>> > >final approach glide slope is gyro-stabilized. But, if the ship is
>> > >H-E-A-V-I-N-G AND B-U-C-K- I-N-G . . the gyro limits are exceeded
>> > >making
>> > >the ' meat ball's ' light beam inaccurate.
>> > >
>> > >
>> > >In this situation the Landing Signal Officer (LSO) will manually
>> > >control
>> > >the
>> > >meat ball to keep you on a desired glide slope. In other words, he
>> > >puts the
>> > >beam where he wants you to fly. He can judge the huge waves and try to
>> > >get
>> > >you on board when the ship is level . . somewhat.
>> > >
>> > >
>> > >In most cases the pilot is not able to see the ship's movement on
>> > >
>> > >his approach. His thoughts are 100% focused on staying on the
>> > >
>> > >' meatball. ' And all the way to a trap, he is saying to himself :
>> > >
>> > >" MEATBALL . . LINE-UP . . AIRSPEED. "
>> > >
>> > >
>> > >This time I could see the ship's movements . . loud and clear !
>> > >
>> > >
>> > >The ship would be nose high while in a roll 20 degrees to port. That
>> > >would
>> > >be like flying into a wall. Now making another quick glance, and the
>> > >boat
>> > >was nose low and rolling both ways. With other glances, I could
>> > >actually
>> > >see
>> > >the ship's huge screws under the fantail.
>> > >
>> > >
>> > >I was in deep trouble. Perhaps making it impossible to make a
>> > >successful
>> > >landing.
>> > >
>> > >
>> > >The LSO was letting me fly in as close as possible before hitting the
>> > >big
>> > >red flashing lights. I was doing everything correctly, but got the
>> > >wave
>> > >off
>> > >on my first 5 approaches. The LSO was not going to let me land on
>> > >those
>> > >first threatening approaches because I might destroy more parked
>> > >airplanes
>> > >than a Kamikaze.
>> > >
>> > >
>> > >I had fuel enough for ONE more attempt. Needless to say I was calling
>> > >on a
>> > >Higher Power to help me out. Thank goodness He was watching over me.
>> > >
>> > >
>> > >When I felt that tailhook engage the cable, I was the happiest man
>> > >
>> > >on board the USS Independence. The landing is just the opposite of
>> > >
>> > >the Cat shot. No matter how tight you secured your shoulder harness,
>> > >your
>> > >head is thrown forward and down. But after moment you recover your
>> > >senses
>> > >and
>> > >taxi out of the landing area.
>> > >
>> > >
>> > >But my problems were not over.
>> > >
>> > >
>> > >I had to taxi on a thin sheet of ice that covered the rolling deck.
>> > >Each
>> > >
>> > >time the ship would roll . the Crusader would skid in that direction.
>> > >
>> > >
>> > >A few days earlier, I had observed an aircraft skid and drop
>> > >overboard.
>> > >
>> > >Not many pilots survive. The 80 foot fall usually knocks them out - or
>> > >
>> > >their injuries disable them and they sink with the bird.
>> > >
>> > >
>> > >This was called " Church ". When someone would ask what happened
>> > >
>> > >to a pilot in an accident they would respond : " Church " meaning that
>> > >
>> > >he was killed and a memorial service was held.
>> > >
>> > >
>> > >Finally, the flight deck crew got enough chains and tie downs on the
>> > >bird
>> > >to
>> > >keep it from taking a salt water swim along with its pilot. There was
>> > >
>> > >no "Church" on that day for one happy pilot.
>> > >
>> > >
>> > >The ship's Captain congratulated my airmanship. The flight surgeon
>> > >gave me
>> > >a
>> > >few ounces of brandy and I headed to my stateroom for a little R & R.
>> > >The
>> > >ship was still bucking and heaving so while laying in my bunk I was
>> > >mentally
>> > >still pulling plus and minus G's
>> > >
>> > >
>> > >Epilogue
>> > >
>> > >
>> > >After my Navy flying I joined the airlines. Many times I was very
>> > >amused at
>> > >the response of some of my co-pilots complaining about how hard and
>> > >dangerous airline flying was.
>> > >
>> > >
>> > >I felt like I had retired when first taking the airline job [even
>> > >though it
>> > >did have many challenges there as well ]. But nothing compared to
>> > >landing,
>> > >day and night, on an aircraft carrier. I had adventures you can't buy
>> > >in
>> > >the
>> > >civilian world.
>> > >
>> > >
>> > >Ron Knott
06-06-2006, 05:30 AM
#32
Gets Weekends Off
Joined APC: Apr 2006
Posts: 1,151
Mucho Respecto
Thanks for posting that Joel. I have immense respect for those guys, and not just because my daddy was a Navy man. I can't even begin to imagine what it must be like to land a plane on a very short target that is bobbing up and down and covered with a sheet of ice. Those guys are the definition of real men.
06-12-2006, 01:38 PM
#34
Gets Weekends Off
Joined APC: Mar 2006
Posts: 1,409
Originally Posted by quaileman
FR8,
I don't think that he has an aviation guarantee yet. That is why I said to get one. Also, you being out the last ten years alot has changed with the current situacion. I was not sure about the active/reserve C-130 thing becuase I fly through NAS Fort Worth alot and have only seen the reserve squadron there but really have not seen the active guys around in my travels, I guess that is because their aircraft are all stationed overseas and they just rotate the aircrews. Saves time on the airframe transiting back and forth and keeps then in theatre. My point was exactly what you said, join the Marines for love of the Marines, not to get FW flight time to work for the airlines. Thanks for your 23 yrs of service and sacrafice, I've got 16 myself.
I don't think that he has an aviation guarantee yet. That is why I said to get one. Also, you being out the last ten years alot has changed with the current situacion. I was not sure about the active/reserve C-130 thing becuase I fly through NAS Fort Worth alot and have only seen the reserve squadron there but really have not seen the active guys around in my travels, I guess that is because their aircraft are all stationed overseas and they just rotate the aircrews. Saves time on the airframe transiting back and forth and keeps then in theatre. My point was exactly what you said, join the Marines for love of the Marines, not to get FW flight time to work for the airlines. Thanks for your 23 yrs of service and sacrafice, I've got 16 myself.
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