{"id":6481,"date":"2023-01-17T06:00:00","date_gmt":"2023-01-17T11:00:00","guid":{"rendered":"https:\/\/azadkinsiii.com\/blog\/?p=6481"},"modified":"2023-01-18T09:21:52","modified_gmt":"2023-01-18T14:21:52","slug":"136-what-makes-the-flight-deck-so-exciting","status":"publish","type":"post","link":"https:\/\/azadkinsiii.com\/blog\/136-what-makes-the-flight-deck-so-exciting\/","title":{"rendered":"#136\u2014What Makes the Flight Deck So Exciting?"},"content":{"rendered":"\n

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

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  1. Who said, \u201cNo one can deny the excitement of visiting another world.\u201d<\/em>?<\/li>\n\n\n\n
  2. In what TV show did we hear, \u201c<\/em>People can live a hundred years without really living for a minute.\u201d<\/em>?<\/li>\n\n\n\n
  3. In what song (and who sang it) did we hear:
    Nibblin’ on sponge cake<\/em>
    Watchin’ the sun bake<\/em>
    All of those tourists covered with oil<\/em>
    Strummin’ my six string<\/em>
    On my front porch swing<\/em>
    Smell those shrimp, they’re beginnin’ to boil<\/em><\/li>\n<\/ol>\n\n\n\n
    \n\n\n
    <\/div>
    Blog #136 (audio)<\/div><\/div>
    <\/div>

    Blot #136 – What Makes the Flight Deck So Exciting?<\/p>\n<\/div>

    Published: <\/span>January 16, 2023<\/span><\/div>
    <\/div>Audio by Andy Adkins<\/a><\/div><\/form><\/span>7<\/span> Downloads<\/span><\/span><\/div><\/div>
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    \"A-7
    A-7 Corsair ready for launch. USS Kitty Hawk <\/em><\/strong>(CV-63), Westpac ’75
    Photo credit: Andy Adkins<\/figcaption><\/figure>\n\n\n\n

    They say working on the flight deck of an aircraft carrier is the most dangerous job in the world.<\/p>\n\n\n\n

    You\u2019ve heard me say this before\u2026 while I agree that working on the flight deck is<\/em> dangerous, during my time aboard USS Kitty Hawk<\/em><\/strong> (CV-63), I was never shot at, nor did I endure artillery shells dropping all around me. In short\u2026 no one was trying to kill me (at least as far as I know).<\/p>\n\n\n\n

    I have many veteran friends who have experienced way more danger than I, so I\u2019m not going to argue here.<\/p>\n\n\n\n

    The point of this<\/em> article is to relay to you my own personal experience and why, even today, 45 years later, I still get goose bumps thinking about those times on the flight deck. Normal workdays at sea were usually 16-18 hours. But I always asked\u2026 what else did I have to do?<\/p>\n\n\n\n

    I was an Aircraft Boatswain\u2019s Mate Handler<\/strong> (ABH)\u2014that Navy rating held two primary roles. One was an aircraft crash firefighter<\/strong>, the other a Yellow Shirt<\/strong> director. I was fortunate to have experienced both during my short 4-year career (1973-77). My first duty station was NAS Agana, Guam<\/strong>\u2014assigned to the Crash & Rescue<\/strong> Division. We worked 24 hours on and 24 hours off for my entire 15 months in Guam. It was great duty and, on my days off, I was able to explore many areas of the island.<\/p>\n\n\n\n

    I left Guam in February 1975. After 30 days leave back in my hometown of Gainesville, I flew out to San Diego to meet my new ship, USS Kitty Hawk<\/em>, an aircraft carrier based at North Island. Since I\u2019d been a firefighter in Guam, I was assigned to V-1 Division<\/strong> \/ Crash & Salvage<\/strong>. At that time, CWO2 Tyrone Robuck <\/strong>was the Air Bos\u2019n<\/strong> and in charge of Crash. ABH1 Jeff Atteberry<\/strong> was the Crash LPO (Leading Petty Officer) and ABH2 Shelby \u201cBig Willie\u201d Williams<\/strong> was the assistant Crash LPO. I was one of two ABH3s in Crash\u2014my good friend Gary Borne<\/strong> (R.I.P.) was the other.<\/p>\n\n\n\n

    Continuous Movement<\/strong><\/h4>\n\n\n\n

    Even though I\u2019d been in the Navy for almost a year & a half, I was still a rookie when I got out onto the flight deck. The airfield at NAS Agana, Guam, had parallel runways (12,000\u2019 and 10,000\u2019) and served both the Navy and commercial aircraft. Plenty of room to drive the Crash trucks.<\/p>\n\n\n\n

    The flight deck was slightly<\/em> smaller\u2014about a total of four acres (compared to 1,700+ acres at NAS Agana, Guam). Picture 50+ aircraft snugly parked in various spots around the deck. Yeah\u2026 and that\u2019s just when we\u2019re not <\/em>at flight operations.<\/p>\n\n\n\n

    When at sea, flight ops, at least back in my day, usually began around 1000 and lasted through midnight. Crash had to be on deck an hour before and remain an hour after flight ops.<\/p>\n\n\n\n

    The ship would first launch 10-15 aircraft, then move aircraft around (\u201cre-spot\u201d) to ready for the next launch. Then, an hour later, we\u2019d launch another 10-15 aircraft\u2014usually in less than 10 minutes. After the last bird of that launch cycle was gone, we\u2019d re-spot the deck in order to recover the first set of aircraft launched an hour earlier.<\/p>\n\n\n\n

    And we\u2019d do that ALL.DAY.LONG and into the night.<\/p>\n\n\n\n

    When I mention constant<\/em> movement, it\u2019s hard to imagine all those aircraft moving about\u2014some on their own power with the pilot at the controls, others towed with a tow tractor with a squadron Plane Captain<\/strong> in the cockpit at the controls.<\/p>\n\n\n

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    \"USS
    USS Ronald Reagan<\/em><\/strong> (CV-76), Air Handler, Ouija Board; 2009
    Photo credit: Andy Adkins<\/figcaption><\/figure>\n<\/div>\n\n\n

    All the movement happens with a Yellow Shirt director making sure the right aircraft is in the right spot at the right time. The aircraft movement is controlled by the Aircraft Handler<\/strong>, whose \u201coffice\u201d is in the island. His \u201cdesk\u201d is often called the Ouija Board, and he relies on small aircraft cutouts with various nuts & bolts and other identifying objects to tell him whether a specific aircraft is ready to move\/re-spot.<\/p>\n\n\n\n

    Teamwork<\/strong><\/h4>\n\n\n\n

    During flight ops, about 200 personnel are on the flight deck. Each individual has a job, and each wears a colored jersey, colored float coat (life vest), and colored cranial helmet to identify their specific function.<\/p>\n\n\n\n

    For example, in V-1 Division, we had Yellow Shirts (aircraft directors), Blue Shirts (aircraft handlers & tractor drivers), and Red Shirts (Crash). V-2 Division (those who worked on the equipment for launch & recovery) wore Green Shirts. V-4 Division (those who worked with fuel for the aircraft) wore Purple Shirts and were fondly called \u201cgrapes.\u201d V-5 Division personnel worked with the aircraft control and wore White Shirts. V-3 Division worked on the Hangar Deck and wore the same Yellow & Blue Shirts we did.<\/p>\n\n\n\n

    Squadron personnel wore a variety of colors, too. I\u2019ll spare the details, but the point is when you\u2019re on the flight deck, everyone has a job to do and, for the most part, they do it well. It takes a lot of coordination and teamwork to make things run smoothly. And God forbid, if something goes wrong\u2014and yes, it did, more often than you\u2019d think\u2014everyone had their \u201cemergency\u201d job and post.<\/p>\n\n\n\n

    That\u2019s what makes everything work smoothly\u2014teamwork.<\/p>\n\n\n\n

    Average Age 19-20 Years<\/strong><\/h4>\n\n\n\n

    I was 20 years old when I reported aboard Kitty Hawk<\/em>. The average age of those working the flight deck is between 19-20 years. Back then, we just did our jobs, much like any other military branch. Watch out for yourself and watch out for your buddies. Plain and simple.<\/p>\n\n\n\n

    But at the tender age of twenty, I\u2019d already been driving fire trucks for more than a year in Guam. I mentioned there wasn\u2019t much room to maneuver trucks on the flight deck. But we did what we needed to do. We were always<\/em> in the way and even though you\u2019d try to anticipate aircraft movement, the Yellow Shirts would usually kindly let us know to \u201cmove your ass, Adkins.\u201d All in jest, mind you.<\/p>\n\n\n\n

    Constant Danger<\/strong><\/h4>\n\n\n\n

    I\u2019ve written about the A-7 Corsair<\/strong> that launched off Cat #2, only to have left a 500-pound bomb on the flight deck<\/a>. Fortunately, it didn\u2019t explode and no one was injured.<\/p>\n\n\n\n

    I\u2019ve also written about the helicopter incidents: one that crashed into the ocean on the port side<\/a> and the one helo whose starboard landing gear collapsed<\/a> onto a squadron shipmate.<\/p>\n\n\n\n

    I\u2019ve written about the main engine room flooding that caused the ship to list enough on the starboard side<\/a> in the middle of the night where we moved all aircraft and equipment to the port side to help right the ship. <\/p>\n\n\n\n

    One day while I was a Yellow Shirt director up at the angle of the recovery area, an A-7 Corsair landed, catching the arresting gear with his hook. But thinking he didn\u2019t, the pilot applied full power and rotated up\u2026 about 6-8 feet off the flight deck before the arresting gear cable pulled his ass back down in one big smack. I was about 20 feet away.<\/p>\n\n\n\n

    Yeah\u2026 things happen and when they do, it\u2019s usually quick and there\u2019s little time to think\u2014only time to react. And that\u2019s when your training and teamwork come into play.<\/p>\n\n\n\n

    There are other multiple documented incidents of flight deck emergencies, including arresting gear cable snapping and the damage that 1\u201d thick cable does to aircraft and\u2026 shipmates. And I\u2019ve written about \u201crigging the barricade\u201d used to recover aircraft that either lost their tail hook or a main gear. Fortunately, that never happened during my time, but there are plenty of YouTube videos just in case you\u2019re curious.<\/p>\n\n\n\n

    And those poor airdales who wandered too close and got sucked into a jet\u2019s intake at the wrong time or walked into an aircraft\u2019s propellers\u2026 it ain\u2019t pretty.<\/p>\n\n\n\n

    As I think back to my time on the flight deck and the dangers I faced, the two main things I came away with are one: don\u2019t take life for granted\u2014it can be taken from you or a loved one in an instant. And two, always be aware of your surroundings. \u201cKeep your head on a swivel<\/em>;\u201d that advice that Big Willie gave me in March 1975 has stuck with me throughout my life.<\/p>\n\n\n\n

    Fresh Air, Clear Water<\/strong> When at Sea<\/strong><\/h4>\n\n\n\n

    From the flight deck, looking down about 60 feet to the surface, the water is so blue and so clear that now and then I\u2019d spot a humpback whale off the bow, or a school of dolphins racing each other to see who could keep up with the ship. Or I may have witnessed a school of flying fish. If the sun was just right, the light glistens off their transparent wings as they sail 200 meters on an ocean breeze just a few feet above the calm water.<\/p>\n\n\n\n

    \"C-2
    C-2 Greyhound on flight deck of USS Enterprise<\/em><\/strong> (CVN 65) at night. Gulf of Aden (Oct 8, 2012).
    Photo credit: MC2 Brooks B. Patton, Jr.<\/figcaption><\/figure>\n\n\n\n

    At night, there is no light pollution in the middle of the ocean\u2026 anywhere. Everything is so clear and so well-defined. The mystical, moist night air fills your lungs with peace and contentment. I remember lying down on the steel deck and looking up at the sky, lit by millions of twinkling stars. It\u2019s almost as if the stars call to you with a warm, \u201cHi and welcome to tonight\u2019s special show, created just for you.\u201d<\/p>\n\n\n\n

    And with the glass-like ocean surface, you literally cannot tell when the water on the horizon ends and the starry sky begins. The low moon seems to beckon us to walk on its reflection across the calm waters.<\/p>\n\n\n\n

    Sunrises, Sunsets<\/strong><\/h4>\n\n\n\n

    I\u2019ve written about this before, but for me and many others who\u2019ve served aboard a ship, when you\u2019re at sea in the middle of the ocean, the sun is brighter, the sky is bluer, and the air is cleaner<\/a>. Unless, of course, you\u2019re in the middle of a horrendous rainstorm\u2026 at night\u2026 and standing behind the JBD (Jet Blast Deflector), sucking down the burning exhaust of an aircraft fixing to launch.<\/p>\n\n\n\n

    But, I digress\u2026<\/p>\n\n\n\n

    Sunrises and sunsets at sea are nothing short of spectacular. No two are the same. The various combinations of oranges, yellows, reds, peaches, and every hue and shade in between are breathtaking. Throw in a reflection off the ocean surface and it\u2019s a sailor\u2019s cocktail, waiting for your very soul to drink in.<\/p>\n\n\n\n

    \"F-14
    An F-14D Tomcat (VF-31 “Tomcatters”) sits on the flight deck aboard
    USS John C. Stennis<\/em><\/strong> (CVN 74) as the setting sun silhouettes the jet.
    Photo credit: PM2 Jayme Pastoric<\/figcaption><\/figure>\n\n\n\n

    Yeah\u2026 I can easily reminisce about those days on the flight deck. One thing that always stood out, though. During the day and into the night, we\u2019d be flying aircraft, which means the day flew by so fast and there was nothing like the adrenaline rush one might feel.<\/p>\n\n\n\n

    Then, after flight ops ended, and you had some downtime before turning in, the nights were so calm. Quiet, serene, tranquil\u2014you couldn\u2019t help but feel there was a higher being out there, holding you in their arms and providing so much peace. You just felt like you were being swallowed up in nature\u2019s unbound beauty.<\/p>\n\n\n\n

    As one sailor put it\u2026 \u201cOut there, I realize I\u2019m just one small being on one ship in one ocean on one planet in one galaxy in one universe. Yet surrounded by all this awesome beauty, I feel I\u2019m on top of the world.\u201d<\/em><\/p>\n\n\n\n

    Amen to that, brother.<\/p>\n\n\n\n

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

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

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    1. Bernard M. Oliver.<\/li>\n\n\n\n
    2. Gilmore Girls<\/strong> (TV; 2004), Logan Huntzberger (Matt Czuchry).  <\/li>\n\n\n\n
    3. Margaritaville <\/strong>(1975), Jimmy Buffett; written by Jimmy Buffett.<\/li>\n<\/ol>\n\n\n\n

      Previous Posts Mentioned in this Blog:<\/u><\/strong><\/p>\n\n\n\n