{"id":5783,"date":"2022-03-01T06:00:00","date_gmt":"2022-03-01T11:00:00","guid":{"rendered":"https:\/\/azadkinsiii.com\/blog\/?p=5783"},"modified":"2022-03-01T12:35:49","modified_gmt":"2022-03-01T17:35:49","slug":"112-eject-eject-excitement-from-the-flight-deck","status":"publish","type":"post","link":"https:\/\/azadkinsiii.com\/blog\/112-eject-eject-excitement-from-the-flight-deck\/","title":{"rendered":"#112\u2014\u201cEject! Eject!\u201d\u2014Excitement from the Flight Deck"},"content":{"rendered":"\n

Trivia Questions (Answers @ end)<\/u><\/strong><\/p>\n\n\n\n

  1. Who said, \u201cThe funny thing about firemen is, night and day, they are always firemen.\u201d<\/em>?<\/li>
  2. In what movie (and who said it) did we hear, \u201cRun!… Go!… Get to the Choppa!!!\u201d<\/em>?<\/li>
  3. In what song (and who sang it) did we hear the following?
    She’s walking down the street<\/em>
    Blind to every eye she meets<\/em>
    Do you think you’ll be the guy<\/em>
    To make the queen of the angels sigh?<\/em><\/li><\/ol>\n\n\n\n
    \n\n\n
    <\/div>
    Blog #112 (Audio)<\/div><\/div>
    <\/div>

    Listen to the audio of this blog, read by Andy Adkins. Click the \u201cAudio<\/strong><\/em>\u201d button below.<\/p>\n<\/div>

    <\/div>Audio by Andy Adkins<\/a><\/div><\/form><\/span>0<\/span> Downloads<\/span><\/span><\/div><\/div>
    <\/div>\n\n\n
    \n\n\n\n
    \"YF-4J
    NACES ejection seat test using a McDonnell YF-4J Phantom II at the US Navy Naval Weapons Station China Lake, CA (1987).
    Official US Navy photo.<\/figcaption><\/figure>\n\n\n\n

    Somewhere in the South Pacific, 1975<\/strong>
    Aboard the aircraft carrier, USS Kitty Hawk<\/em> (CV-63)<\/strong><\/h3>\n\n\n\n

    \u201cAnother day in paradise, eh, Chet?\u201d<\/p>\n\n\n\n

    \u201cLivin\u2019 the Dream, Glenn. Livin\u2019 the Dream!\u201d<\/p>\n\n\n\n

    My nickname during my short 4-year enlistment in the Navy was Chet Adkins. Some smartass at NAS Agana, Guam<\/strong>, my first<\/em> duty station<\/a>, started calling me that when I first reported for duty in November 1973. I played guitar and sang country music\u2014it \u201cfit.\u201d<\/p>\n\n\n\n

    Straight outta ABH \u201cA\u201d School in Lakehurst, NJ, I spent three glorious weeks at home before heading overseas to Guam, my new home for 15 months.<\/p>\n\n\n\n

    A couple of years later and aboard Kitty Hawk<\/em>, \u201cChet\u201d stuck. I kinda like it, especially when I can wake the ship up with my KRAL Country<\/em> morning radio show: \u201cGood mornin\u2019 to ya, Kitty Hawk<\/a>. It\u2019s six o\u2019clock; time for the Country Chet Adkins show<\/em>.\u201d<\/p>\n\n\n\n

    Glenn Law<\/strong>, an ABH3, like me, had been my roommate in Guam. In fact, we both flew the same Northwest Orient 707 Freedom Bird<\/em> back to the states. Glenn headed home to Kansas; I flew back to Florida. I spent more time at home than Glenn. He reported aboard Kitty Hawk<\/em> a couple of weeks before me, allowing him to make the RIMPAC exercise.<\/p>\n\n\n\n

    Me? I got to spend three weeks in a San Diego Naval Station temporary holding company until the Hawk<\/em> returned to North Island. Did I mention how much I hated the temp company? Boring as hell! Muster at 0730, clean the barracks\u2014there were three of us\u2014then spend the rest of the morning doing whatever we wanted until we mustered again at 1245. After that, we got the rest of the day off. Heck, I couldn\u2019t even find any working parties to pass the time. Boring!<\/p>\n\n\n\n

    But I got over it, like an A.J. squared away<\/em> sailor should.<\/p>\n\n\n\n

    The flight deck? Well, that\u2019s where all the action is. I know <\/em>there are more than 5,500 men aboard the ship. We all have our own jobs to do. But me? I like it up here. Fresh air, clear ocean water, pleasant breeze flowing down the deck\u2014yeah, that\u2019s what I\u2019m talking about.<\/p>\n\n\n\n

    \u201cLivin\u2019 the Dream!\u201d<\/em><\/p>\n\n\n\n

    FOD Walk down<\/strong><\/h4>\n\n\n\n
    \"\"<\/a>
    Flight deck crew members aboard USS Abraham Lincoln<\/em><\/strong> (CVN-72) conduct a FOD walk-down.
    Photo credit: Don S. Montgomery
    (Click to enlarge)<\/em><\/figcaption><\/figure><\/div>\n\n\n\n

    We know flight operations will begin shortly. All flight deck personnel muster up at the bow for a FOD walk down. It\u2019s rare that I find any \u201cForeign Objects\u201d on the flight deck. But I know from what others have told me that anything\u2014even as small as a wing nut\u2014can cause significant damage to a jet engine. <\/p>\n\n\n\n

    I also know how important it is we keep these guys flying. We\u2019re not at war\u2014the \u201cofficial\u201d end of the Vietnam War<\/strong> was only several months ago. But I know we must remain alert in case\u2026 you know.<\/p>\n\n\n\n

    We\u2019re both in the Air Department \/ V-1 Division<\/strong>, under Lieutenant Commander Robert Leone<\/strong>, a former A-4 Skyhawk<\/strong> pilot and now the Flight Deck Officer<\/strong>. Glenn and I walk side-by-side down the deck, bow to stern, with about 100 other airdales during the FOD walk down. We talk about nothing in particular, just family, our homes, the Navy\u2026 standard BS. We both made third class about the same time, though Glenn sewed his crow on a month before me.<\/p>\n\n\n\n

    It didn\u2019t really matter\u2026 not to us. Shipmates for life!<\/p>\n\n\n\n

    Glenn is a Yellow Shirt<\/strong> director in Fly 2, under ABH1 Mike Alford<\/strong>, another good friend. Mike Alford is a short, broad-shouldered, squared-away sailor, always following the book, so to speak. He\u2019s also an expert on baseball and oldies music trivia and often just randomly throws out a question. \u201cChet. Who pitched a no-hitter against Detroit in 1969?\u201d<\/p>\n\n\n\n

    Like I give a rat\u2019s ass, Alford<\/em>.<\/p>\n\n\n\n

    Still, Petty Officer Alford is a solid director and watches out for his Fly 2 Yellow Shirts & Blue Shirts.<\/p>\n\n\n\n

    I\u2019m in Crash & Salvage<\/strong>, similar to what I did in Guam. Only the flight deck on an aircraft carrier has slightly less<\/em> driving and maneuvering space than an airfield with dual 8,000-foot parallel runways.<\/p>\n\n\n\n

    \"Glenn<\/a>
    Glenn Law & Gary Borne
    NAS Agana, Guam (1974)
    (Click to enlarge)<\/em><\/figcaption><\/figure><\/div>\n\n\n\n

    I\u2019m one of two ABH3s in Crash; my good friend, Gary Borne<\/strong> is the other. We were both stationed in Crash at NAS Agana, Guam and assigned to the Port section\u2014we worked 24 on and 24 off. In fact, Gary taught me how to drive the Crash trucks on Guam. He\u2019d left Guam before we did and was already aboard Kitty Hawk<\/em> for several months before Glenn & I arrived.<\/p>\n\n\n\n

    CWO2 Tyrone Robuck<\/strong>, a Cajun from New Orleans, was the Air Bos\u2019n<\/strong> and in charge of Crash. He’d been a former Marine with a couple of tours under his belt before joining the Navy. Along with ABH1 Jeff Atteberry<\/strong> and ABH2 Shelby \u201cBig Willie\u201d Williams<\/strong>, there were a total of 14 of us. Slim crew, but we all get along well and, I think, help each other out when needed.<\/p>\n\n\n\n

    Day\u2019s First Launch<\/strong><\/h4>\n\n\n\n

    As the ship turns into the wind, we know what\u2019s next: flight ops. Launch and recovery. The excitement and the challenges begin!<\/p>\n\n\n\n

    For the next 16 hours or so, we\u2019ll launch aircraft, then recover them, only to launch them later during another cycle. Again and again, spaced out about one to two hours. The repetition may sound boring to some people, but for those of us serving on the flight deck of an active aircraft carrier, it\u2019s \u201canother day in paradise<\/em>.\u201d<\/p>\n\n\n\n

    Let\u2019s just hope nothing goes wrong.<\/p>\n\n\n\n

    They say working on the flight deck is one of the most dangerous jobs in the world. Anything can go wrong, at any time. I don\u2019t know if it\u2019s more dangerous to launch<\/em> aircraft or recover<\/em> them. In the long run, it doesn\u2019t matter\u2026 to me. My job is simple: wait for an aircraft to crash or catch fire, then put the fire out and rescue the pilot and crew. Simple. At least on paper.<\/p>\n\n\n\n

    Fortunately for me, that time had not yet<\/em> happened.<\/p>\n\n\n\n

    Out of the corner of my eye, I can see the pilots emerge from the island superstructure after having just left their squadron briefings\u2014their missions. Each walk directly to their assigned aircraft. Their names are stenciled on their aircraft, just below the canopy on the outside. That\u2019s about the only way we peons on the flight deck get to know these aviators.<\/p>\n\n\n\n

    The two SH-3 helicopters, both HS-8 \u201cEightballers,\u201d have already launched. These “plane guards” will circle the ship all during launch & recovery just in case\u2026 you know, someone goes into the drink.<\/p>\n\n\n\n

    Birds in the Air<\/strong><\/h4>\n\n\n\n

    Next up, the E-2C \u201cHawkeye;\u201d our \u201cforward eyes,\u201d so to speak. They\u2019ll be flying around for a while, keeping a wide \u201ceye\u201d out for any potential threats with sophisticated radar and direct communications with the ship’s Combat Information Center.<\/p>\n\n\n\n

    I like to watch these babies launch: smooth, steady, and graceful, unlike many of the other aircraft aboard. I\u2019m not so crazy about recovering them, though. Their wide wingspan doesn\u2019t leave much room for error, especially in rough seas.<\/p>\n\n\n\n

    Once the plane guards and the Hawkeye launch, the fun begins.<\/p>\n\n\n\n

    A-7 Corsairs, F-4 Phantoms, A-6 Intruders, EA-6 Prowlers, the RA-5C Vigilante, S-2 Spoofs, and the A-3 Whale. No particular order, just about 15 aircraft lined up and raring to go<\/a>.<\/p>\n\n\n\n

    I always liked the first launch of the day. That is, unless I\u2019m directly behind the Jet Blast Deflector, choking down that hot jet exhaust. Geez, a fella could only take so much.<\/p>\n\n\n\n

    I watch in comical horror as one of the rookie Blue Shirts<\/strong> is blown down by a turning jet. The Yellow Shirt Director sees it, but it\u2019s too late. Fortunately, the jet was turning, so the Blue Shirt\u2019s training kicks in and he grabs a flight deck padeye, holding on for dear life. Then, when no more exhaust is blowing his way, he stands up, looking around, somewhat embarrassed.<\/p>\n\n\n\n

    We\u2019ve all been there & done that\u2014more times than I care to count. As he stands looking around and hoping no one else witnessed his misfortune, he spots a few dozen different colored jerseys giving him the thumbs up and clapping. \u201cWelcome to the club!\u201d<\/p>\n\n\n\n

    And those words continue in my head, even today: \u201cAlways keep your head on a swivel.<\/em>\u201d<\/p>\n\n\n\n

    \u201cStand By To Recover Aircraft\u201d<\/strong><\/h4>\n\n\n\n

    After the first launch, the Yellow Shirts\u2014following instructions from the Handler<\/strong>\u2014move, or \u201cspot,\u201d the aircraft around the flight deck, making them ready for the second launch of the day. They need to move quickly so we can get these<\/em> guys off<\/em> the flight deck, respot the remaining aircraft in time to recover the first group of aircraft we\u2019d launched just an hour earlier. Aircraft can only fly so far on a tank of fuel.<\/p>\n\n\n\n

    The Phantoms use the most fuel in the shortest amount of time, so they\u2019re usually recovered first. Of course, there\u2019s a KA-6 Intruder retrofitted with extra fuel tanks circling above just in case the Phantoms or Corsairs need to refuel in flight, but that\u2019s rare.<\/p>\n\n\n\n

    It\u2019s a well-orchestrated dance\u2014man and machine, so to speak. But it\u2019s one that\u2019s repeated a dozen or so times a day, every day, when an aircraft carrier is at sea. It\u2019s a performance like no other and like most flight deck airdales, one that you\u2019ll find nowhere else in the world throughout your life. Well\u2026 at least for me.<\/p>\n\n\n\n

    Commander Davis<\/strong>, the Air Boss,<\/strong> announces over the 5MC, \u201cStandby to recover aircraft.\u201d<\/p>\n\n\n\n

    Another type of excitement. While I usually roam around the flight deck during launches, my recovery<\/em> station is alongside the foul line<\/a>, hovering around the Crash tractor\u2014a converted MD-3 aircraft tow tractor. I see Munoz <\/strong>& Carrasco <\/strong>manning it, Munoz driving. Good crew, good friends.<\/p>\n\n\n\n

    Borne & I hang back to ensure the Crash tractor is between us and the recovering aircraft. You know\u2026 just in case.<\/p>\n\n\n\n

    \"F-4<\/a>
    F-4 Phantom (VF-114 “Aardvarks”)
    recovery aboard USS Kitty Hawk<\/em><\/strong> (CV-63) during Westpac ’75
    (Click to enlarge)<\/em><\/figcaption><\/figure><\/div>\n\n\n\n

    My good friend, Jimmy Smith<\/strong>\u2014another ABH3\u2014is up at the angle at the end of the recovery area. He\u2019ll direct the aircraft out of the recovery area once they\u2019re safely on the deck. That\u2019s an exciting job I hope one day to experience<\/a>. But for now, I just wait and watch aircraft land and\/or bolter, going around for another chance to recover.<\/p>\n\n\n\n

    First in are the F-4 Phantoms. We carry two squadrons of those aboard Kitty Hawk<\/em> during Westpac \u201975<\/strong>. VF-114 \u201cAardvarks\u201d<\/strong> and VF-213 \u201cBlack Lions.\u201d<\/strong> Both have been around for a while.<\/p>\n\n\n\n

    I love the Phantoms. These deadly fighter aircraft remind me of the top-fuel dragsters back home at Gatornationals, like my all-time favorite, Don Garlits. Lean and mean, and what speed and power. There\u2019s nothing like watching a Phantom launch at night in full afterburner. <\/p>\n\n\n\n

    First one in catches the number two wire\u2014Kitty Hawk <\/em>has four arresting gear cables strung across the recovery area of the flight deck: #1 closest to the fantail. Hopefully, landing aircraft will catch one of them. The goal is to catch #3\u2014at least, that\u2019s what they tell me.<\/p>\n\n\n\n

    Flight ops “cycles” continue throughout the day and night. Many (MANY) times, Kitty Hawk<\/em> flight ops would start about 1000 and continue past midnight during Westpac ’75. There were only 14 of us in Crash and, from what I remember, 11 of us needed to be on deck during flight ops, including an hour before and an hour later. That made for a long day. But when you’re at sea, “what else ya gonna do?”<\/p>\n\n\n\n

    An Oh-Crap Moment<\/strong><\/h4>\n\n\n\n

    We’d been through several cycles, had a quick lunch, and now back on deck. It’s about 1500 hours and we’re in recovery mode, having just launched about 18 aircraft. <\/p>\n\n\n\n

    Navy aircraft that operate aboard a carrier have a tail hook that extends lower than the landing gear for obvious reasons. They\u2019re held down by hydraulic pressure, so (hopefully) they don\u2019t bounce over the arresting gear cables as the aircraft touches down on the flight deck.<\/p>\n\n\n\n

    It\u2019s not that uncommon, however, when a jet comes in too steep, hits the flight deck hard and causes the tail hook to \u201cbounce\u201d over the cable. Pilots apply power when they land, just in case something like this happens. Then (hopefully), if the tail hook misses the cables, the aircraft has enough power to take off, circle around, and try to recover again.<\/p>\n\n\n\n

    Gary, Glenn, and I are standing alongside the foul line\u2014our usual place, next to the Crash tractor. An F-4 Phantom from the VF-114 “Aardvarks” squadron makes his final approach.<\/p>\n\n\n\n

    We\u2019d all watched aircraft approach thousands of times, both on the flight deck, and on the shipboard PLAT (Pilot Landing Aid Television<\/strong>). This one was no different. The pilot is on the 180, then banks and turns toward the ship, following the LSO (Landing Signal Officer<\/strong>) instructions. All looks normal.<\/p>\n\n\n\n

    For some reason, though, the F-4\u2019s tail hook didn\u2019t catch any of the cables, so he boltered. No big deal, we\u2019d witnessed this dozens of time.<\/p>\n\n\n\n

    But this time\u2026 this time<\/em>\u2026 when the Phantom pilot applies full power, the horizontal stabilizer locks, and the aircraft goes vertical, nose up. We anxiously watch as the pilot applies afterburners\u2026 struggling to keep his jet airborne. But with a nose-up attitude and not much speed, the jet is obviously stalling.<\/p>\n\n\n\n

    This is an \u201cOh Shit\u201d moment\u2026 for all<\/em> of us on the flight deck.<\/p>\n\n\n\n

    We watch (and pray) as the pilot and RIO (Radar Intercept Officer) punch out about 800 feet up, ejecting safely. We know the aircraft will be lost to Davy Jones with no chance of recovery. But fortunately, the crewmen gently parachute down into the ocean on our starboard side. The SH-3 plane guard helo is there within a few minutes.<\/p>\n\n\n\n

    Both crewmen are quickly recovered, and neither injured. We weren\u2019t quite sure what went wrong, but it was explained to us later that it was an \u201cequipment malfunction.\u201d That\u2019s the Navy\u2019s way of saying it\u2019s none of your effin\u2019<\/em> business. <\/p>\n\n\n\n

    That was okay by me\u2014at least he didn\u2019t crash on the flight deck. And besides that, we still had more aircraft to recover and many, many more launch & recovery cycles.<\/p>\n\n\n\n

    The time it took from the Phantom’s wheels first touching the deck to nose up attitude to punch out was less than ten seconds. Another thirty minutes to fish the crew out of the water and safely return them to the ship. Yeah… shit happens fast on the flight deck. <\/p>\n\n\n\n

    \u201cIt\u2019s another fine day in the Navy<\/em>.\u201d<\/p>\n\n\n\n

    Until we meet again,
    Andy<\/p>\n\n\n\n

    \n\n\n\n

    Answers<\/u><\/strong><\/p>\n\n\n\n

    1. Gregory Widen.<\/li>
    2. Predator<\/em><\/strong> (1987), \u201cDutch\u201d (Arnold Schwarzenegger).<\/li>
    3. Hello, I Love You<\/em><\/strong> (1968), The Doors; written by James Morrison, John Densmore, Ray Manzarek, Robby Krieger.<\/li><\/ol>\n\n\n\n

      Previous posts mentioned in this blog:<\/strong><\/p>\n\n\n\n