{"id":5975,"date":"2022-06-14T06:00:00","date_gmt":"2022-06-14T10:00:00","guid":{"rendered":"https:\/\/azadkinsiii.com\/blog\/?p=5975"},"modified":"2022-06-13T19:30:05","modified_gmt":"2022-06-13T23:30:05","slug":"120-merging-the-past-with-the-present","status":"publish","type":"post","link":"https:\/\/azadkinsiii.com\/blog\/120-merging-the-past-with-the-present\/","title":{"rendered":"#120\u2014Merging the Past with the Present"},"content":{"rendered":"
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Blog #120 (Audio)<\/div><\/div>
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Blog #120 – Merging the Past with the Present<\/p>\n<\/div>

Published: <\/span>June 13, 2022<\/span><\/div>
<\/div>Audio by Andy Adkins<\/a><\/div><\/form><\/span>3<\/span> Downloads<\/span><\/span><\/div><\/div>
<\/div>\n\n\n

There are times in our lives when the past seems to merge with the present. For me, this<\/em> was one of them.<\/p>\n\n\n\n

I recently returned from a reunion of USS Kitty Hawk<\/em><\/strong> veterans, held in San Diego. Many of these same shipmates also recently returned from a different<\/em> type of reunion of Kitty Hawk<\/em><\/strong> veterans\u2014celebrating the end of her final voyage from Bremerton, Washington to Brownsville, Texas.<\/p>\n\n\n\n

I\u2019m a United States Navy <\/strong>veteran and served four years, 1973-77. I was fortunate to have two great duty stations: NAS Agana, Guam<\/strong> (\u201973-75) and aboard the aircraft carrier, USS Kitty Hawk<\/em>, CV-63 (\u201975-77). My rating was an Aviation Boatswains Mate-Handler <\/strong>(ABH). I worked in Crash & Salvage<\/strong> on both duty stations. Basically, I was an aircraft Crash firefighter.<\/p>\n\n\n\n

If you count the year Kitty Hawk<\/em> spent in the Bremerton Shipyards<\/a><\/strong> (1976), that would be three \u201cduty stations\u201d for me. After the shipyards, I transferred onto the flight deck as a Yellow Shirt Director<\/strong>.<\/p>\n\n\n\n

All in all, some of the best times<\/em> of my life. <\/p>\n\n\n\n

Aboard the USS Midway, CV-41\u2026<\/strong><\/h4>\n\n\n\n

As part of the Kitty Hawk<\/em> reunion, we spent several hours aboard USS Midway<\/em><\/strong>, CV-41, a floating aircraft carrier museum docked in San Diego. I\u2019ve been aboard her several times. But this time, it was a little different. I can\u2019t explain why.<\/p>\n\n\n\n

\"USS
USS Midway (CV-41)<\/em>
Photo credit: Andy Adkins<\/figcaption><\/figure>\n\n\n\n

Of course, as part of almost any large tour, you wait to board a shuttle bus (Hurry Up and Wait<\/a><\/strong>). Then, once you\u2019ve arrived at the museum, sit on the bus with 20 of your closest friends while the tour leader gets tickets & info (Hurry Up and Wait); granted, there were two busloads of us shipmates & families. When you finally get your ticket to board, there\u2019s that one last line: the photographer who takes your (and your guest) photo for a souvenir (Hurry Up and Wait).<\/p>\n\n\n\n

Not me\u2026 today, I\u2019m on a mission.<\/p>\n\n\n\n

I quickly walked aft through the hangar deck and made a beeline for the flight deck. That\u2019s where I spent most of my short Navy career. That\u2019s where I\u2019d spend my time on this tour. <\/p>\n\n\n\n

The flight deck is where I belong.<\/p>\n\n\n\n

Those memories\u2026<\/strong><\/h4>\n\n\n\n

One of the first aircraft I spot on the flight deck is an A-3 Skywarrior<\/strong>. She\u2019s big\u2026 no, she\u2019s huge!<\/p>\n\n\n\n

There was a squadron of A-3s adjacent to the Crash Barn when I was stationed at NAS Agana, Guam. Being a part of Crash, we learned everything we needed to know about this aircraft from a firefighting & rescue perspective.<\/p>\n\n\n\n

When Kitty Hawk<\/em> cruised by Guam during Westpac \u201975<\/a><\/strong>, three of these \u201cWhales\u201d joined us for the cruise, flying directly from Guam. I mean, why not, right?<\/p>\n\n\n\n

The A-6 Intruder \u201cRescue\u201d<\/strong><\/h4>\n\n\n\n

I walked up and stood next to an A-6 Intruder<\/strong>. Two things I distinctly remember about the Intruder. First, they were IMO, the loudest <\/em>aircraft aboard Kitty Hawk<\/em>.<\/p>\n\n\n\n

As a Fly 3 Yellow Shirt<\/strong> director on the angle during flights ops recovery, my job was to direct aircraft out of the recovery area to make room for the next aircraft (see photo below of A-7 Corsair & Yellow Shirt director). We had about 45 seconds (during the day; 60 at night, if<\/em> it was clear) between recovering aircraft. I\u2019d stand near Cat #2 (port side bow catapult), maybe 15-20 feet away from an aircraft ready for launch.<\/p>\n\n\n\n

The F-14 Tomcats <\/strong>in full afterburners were loud. But the A-6 Intruder\u2026 well, let\u2019s just say it was the only <\/em>aircraft where I reached up to press my foam-lined headset closer to my ears, hoping to drown out the bone-jarring noise.<\/p>\n\n\n\n

The second thing that came to mind was an A-6 we recovered at the end of a flight cycle during carrier quals. The Air Boss<\/strong> decided to simulate a crash, using this particular A-6. No problem, we practiced this all the time. That day, I happen to be in the hot suit, riding on the back of the Crash tractor. So, long story short, I\u2019d be the one to \u201crescue\u201d the crew.<\/p>\n\n\n

\n
\"\"<\/a>
KA-6D Intruder
USS Dwight D. Eisenhower<\/em> (CVN-69)
Photo credit: PH2 Gary P. Bonaccorso
(Click to enlarge)<\/em><\/figcaption><\/figure>\n<\/div>\n\n\n

The A-6 trapped and came to a complete stop on the flight deck. The Crash truck rolled, the Crash tractors rolled, firefighting hoses from both sides of the deck appeared with 5-6 flight deck personnel manning each hose (they were not engaged, but they simulated fighting the fire as part of the training exercise). All went according to plan.<\/p>\n\n\n\n

As the \u201crescue man,\u201d my job was to climb up the co-pilot\u2019s ladder (starboard side of the aircraft), insert the ejection seat safety pins (I believe there were three), then unbuckle the co-pilot from his seat, pull him out, throw him over my shoulder, and ease my way back down the ladder.<\/p>\n\n\n\n

All the while, trying not to laugh when he commented, \u201cwe\u2019ve got to stop meeting like this.\u201d That was after his question, “You’re not going to drop me, are you?”<\/p>\n\n\n\n

The Admiral\u2019s Boat<\/strong><\/h4>\n\n\n\n

The B&A Crane<\/strong> (Boat & Aircraft) was another story. All Crash personnel trained on this huge crane that swung out from the starboard side of the ship. We used the crane in conjunction with elevator #3 (starboard side, aft) to lift either aircraft or small boats in and out of the water (for boat) and\/or barge (for aircraft).<\/p>\n\n\n\n

We anchored out in the harbor because Hong Kong didn\u2019t have a pier large enough to dock Kitty Hawk<\/em>. On our first day in Hong Kong<\/a><\/strong>, the Admiral decided he wanted his boat to tour the harbor.<\/p>\n\n\n\n

The Boatswain\u2019s Mates brought it out onto #3 elevator using one of our aircraft tow tractors. My job was to lower the hoist and hold it steady while the BMs attached a cable to the boat. No problem\u2014Kitty Hawk<\/em> was an enormous ship and rode the waves with ease.<\/p>\n\n\n\n

The problem surfaced (pun intended) when I operated the B&A to lift the boat off the elevator with three BMs aboard, then swung the boat over to lower down to the water. The Air Bos\u2019n<\/strong> (Bos\u2019n Ty Robuck<\/strong>) was with me.<\/p>\n\n\n\n

The seas were choppy and the BMs had their hands full trying to keep the boat steady in the water while simultaneously unhook the 1,500 pound crane pulley from the cables. It was not <\/em>a simple task.<\/p>\n\n\n\n

On the final try, the BMs successfully unhooked the pulley, but the boat surged back, thus exposing the true physics of man v. sea\u2014the pulley smashed through the windshield.<\/p>\n\n\n\n

Nobody was hurt. The admiral got his boat\u2014albeit a little whacked up\u2014and I didn\u2019t get written up for it.<\/p>\n\n\n\n

All in a day\u2019s work.<\/p>\n\n\n\n

The Sparrow Missile \u201cKnife Sharpener\u201d<\/strong><\/h4>\n\n\n
\n
\"\"<\/a>
No caption needed.
(Click to enlarge)<\/em><\/figcaption><\/figure>\n<\/div>\n\n\n

Just outside the Crash compartment (starboard side aft of the island) is a space commonly called the \u201cBomb Farm<\/strong>.\u201d There\u2019s about 20 feet between the island and the starboard catwalk. This is where squadron ordnance men commonly store dozens of bombs, missiles, and other things that can cause extreme bodily harm and nightmares.<\/p>\n\n\n\n

Before I arrived in Crash (and I emphasize, \u201cIt wasn\u2019t me!<\/em>\u201d), someone from Crash \u201caccidentally dropped\u201d a ball peen hammer on the nosecone of a Sparrow missile, thus smashing the ceramic material into several pieces. Apparently, the ceramic material makes for a great knife sharpener.<\/p>\n\n\n\n

It so happens that when I arrived in Crash as an ABH3 in March 1975, the Crash LPO (ABH1 Jeff Atteberry) assigned me a locker in the Crash compartment. Lo & behold, guess what I \u201cfound\u201d in my locker?<\/p>\n\n\n\n

Needless to say, I still have this as a prized possession. And yes, because I know you want to know: it makes an awesome knife sharpener.<\/p>\n\n\n\n

Scary E-2 \u201cHawkeye\u201d Night Landings<\/strong><\/h4>\n\n\n\n

The E-2 is an all-weather, tactical airborne early warning (AEW) aircraft. I believe we had two of these aircraft aboard during Westpac \u201975. They\u2019re nicknamed \u201cHummers\u201d because when they turn full power, they have a distinct loud hum. They were usually the second plane to launch, following the plane guard helos.<\/p>\n\n\n\n

This was the only<\/em> aircraft aboard that gave me a little anxiety. Not because of their propellers, though you\u2019d certainly be cautious when around them. No\u2026 it was because these aircraft had such a wide wingspan when they landed, there wasn\u2019t much room between the end of the wing and those of us manning the foul line.<\/p>\n\n\n\n

Many times, the E-2 would be slightly off the centerline and we\u2019d have to dunk our heads, thinking the wing was right above us. Of course, it wasn\u2019t, but one can\u2019t be too cautious.<\/p>\n\n\n\n

\"E-2
E-2 Hawkeye recovery, USS Ronald Reagan (CV-76)
Photo credit: Andy Adkins<\/figcaption><\/figure>\n\n\n\n

Imagine this, though\u2026 <\/p>\n\n\n\n

… a dark & stormy night. The wind is howling across the deck and the rain is coming at you sideways. As large as a carrier is, she bounces around and you literally have to hold on to something so you don\u2019t slip and fall. It\u2019s dark and the only lights you see are the red lights on the deck.<\/p>\n\n\n\n

You know you\u2019ve got incoming aircraft to recover, but you\u2019re not sure which aircraft will be next. You strain to look aft to see any lights\u2014you look for the red & green navigation lights on the aircraft. Usually you can tell what type of aircraft by the spacing of their landing lights and their approach. But in this case, you can\u2019t see shit.<\/p>\n\n\n\n

Then, suddenly, you spot a faint red, then a green light, and the aircraft is directly<\/em> over the fantail, about 20-30 feet off the deck and his nose is pointed directly at you<\/em><\/strong>. He’s “crabbing” into the wind. <\/p>\n\n\n\n

Holy crap, Batman! You and three of your closest friends sprint toward the island, about 50 feet away, to get out of the way, \u2018cause you know what\u2019s coming next.<\/p>\n\n\n\n

About halfway to the island, you glance back and see the E-2 trapped normally, the Yellow Shirt on the angle directs him to lift his tail hook, fold his wings, and taxi off to the starboard Fly 2 area to make room for the next recovering aircraft.<\/p>\n\n\n\n

You nervously look at the other guys who high-tailed it with you and then simultaneously let out a loud laugh \u2018cause you realize it\u2019s all in a day\u2019s work.<\/p>\n\n\n\n

Between a Rock & a Hard Place<\/a><\/strong><\/h4>\n\n\n\n

I\u2019m standing on the flight deck angle in the \u201ccrotch.\u201d This is the spot where, 45 years earlier, I was a Yellow Shirt director. My job was to direct the trapped aircraft out of the recovery area quickly and safely to allow the next aircraft to recover\u2014about 45 seconds.<\/p>\n\n\n\n

On that particular day, we simultaneously launched aircraft off Cat #2 (port side, bow) as well as recovered them. An A-7 Corsair<\/strong> was on final approach. It was a clear, crisp, & cool day; the kind my mom used to call a \u201cChampagne Day.\u201d Beside me, about 20 feet away from my spot, was an F-14 Tomcat<\/strong>, ready for launch. The JBD (Jet Blast Deflector) was raised, deflecting the aircraft’s exhaust. I could feel a little of is coming my way. <\/p>\n\n\n\n

Just as the shooter signaled for the F-14 to go to full afterburner, the A-7 Corsair hit the recovery area. And, like all good training, the A-7 pilot applied full power just in case he missed the arresting gear cable and boltered. That means, he missed the arresting gear and needed to go around for another try. <\/p>\n\n\n\n

\u201cThe\u201d problem: The A-7 caught the cable, but when the pilot applied full power, he also pulled back on the elevator… just a “tad too much.” Hence, his A-7 was in full power, about 15 feet off the deck with the arresting gear cable locked tightly in his tail hook.<\/p>\n\n\n

\n
\"A-7<\/a>
A-7E Corsair (VA-83 “Rampagers”)recovery aboard
USS Forrestal (CV-59) in Mediterranean Sea.
Photo credit: USS Forrestal 1981 cruise book.
(Click to enlarge)<\/em><\/figcaption><\/figure>\n<\/div>\n\n\n

\u201cMy\u201d problem: I had three options. First, I could haul butt to my port side (the starboard side of the ship) and see just how quickly an F-14\u2019s full afterburner would turn me into instant toast. Second, I could jump overboard and see how deep Davy Jones\u2019 locker was. Or third, I could stand my ground and see what happens.<\/p>\n\n\n\n

As soon as I stood up (I normally squatted down to avoid the wind resistance from the airflow over the angle and the exhaust from the launching jet), the Shooter immediately aborted the F-14 launch. The A-7 Corsair slammed into the deck, but nothing came apart: no fires, no collapsed landing gear, and no need to change skivvies. Everything was just honkey dory, though my friend Smitty, a fellow Fly 3 Yellow Shirt, came over and asked me if I wanted to take a little break. I took him up on it.<\/p>\n\n\n\n

Then again, just another day in the life on the flight deck.<\/p>\n\n\n\n

Final Parting Words<\/strong><\/h4>\n\n\n\n

The 2022 Kitty Hawk<\/em> reunion is now history. I wasn\u2019t sure I would make it, but I\u2019m sure glad I did. It was a blast meeting with other shipmates who served before, during, and after me. There were so many common experiences.<\/p>\n\n\n\n

For some it was an opportunity to answer some questions from events that happened long ago. For others, it helped bring closer to some not-so-good experiences, including me. <\/p>\n\n\n\n

Like many others at the reunion, I met new friends, shares stories of our times about Kitty Hawk<\/em>, and reminisced about those old times. I know from a few conversations, they, too, merged the past with the present, especially when aboard USS Midway<\/em>. That\u2019s one reason these reunions are successful.<\/p>\n\n\n\n

I remember back in boot camp<\/a>, when the company marched to & from the chow hall, one company passing another… you’d often hear, “Anyone from Texas; anyone from New York; anyone from Virginia.” <\/p>\n\n\n\n

At the reunion (we’re a “little” older now), you’d ask two questions. First, what division and second, what years were you aboard. <\/p>\n\n\n\n

Then, some of us would say, “What? Speak up.” <\/p>\n\n\n\n

Such is life on the flight deck of an aircraft carrier. <\/p>\n\n\n\n

Hats off to the Kitty Hawk<\/em> Veterans Association<\/strong> officers (and <\/em>their wives), members, and everyone involved in putting this reunion together. I know the challenges and efforts it takes. But from my perspective, a job well-done. Bravo-Zulu!!!<\/p>\n\n\n\n

I\u2019ve said this before and I\u2019ll say it again.<\/p>\n\n\n\n

We are sons of different mothers,<\/em><\/strong>
but we were all raised by the same great lady.<\/em><\/strong><\/h4>\n\n\n\n

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

Previous articles mentioned in this post:<\/p>\n\n\n\n