U.S. Navy photo by Mass Communication Specialist 2nd Class Daniel Barker/Released

A Journey To The USS Carl Vinson / CVN 70

By Steve Kates- Dr.Sky

As a Radio/TV host; Dr.Sky; it has been a goal of mine, to report on what it is like to visit a US Navy carrier, out at sea!

That dream was given to us in August of 2010, as our media group, Dr.Sky Inc./ Photo Recon.net and Blue Scarecrow Entertainment were given an opportunity to be a part of the Distinguished Visitor Program and fly to the USS Carl Vinson CVN-70.

Our 5 person team, consisted of  Joe Kates, Dave Budd, Mike O’Connor and Chris De Somma and me…. Dr.Sky.

Plans for this rare visit, date back to May of 2010 and thanks to Navy Lt. Aaron Kakiel, for taking the time to handle the details.  We were notified a week or so before the event, that we would be visiting the USS Carl Vinson, CVN-70…out at sea! We all drove to San Diego the night before the big event! Arriving at the US Navy facility in San Diego, was a most memorable event, as we got to see a US Air Force C-32 land at the Navy base and we were told that Secretary of Defense Gates was there to meet with base officials,etc. After a great lunch and a detailed briefing regarding how to “stay alive” on the flight to the carrier, we were then flown to the carrier, USS Carl Vinson, by the airlift squadron VRC-40 “Rawhides”.

The aircraft that we were to fly on:

C-2A GREYHOUND

Wing span: 81 feet
Length: 57 feet
Height: 16 feet
Weight: maximum takeoff: 54,354 pounds
Speed: maximum: 352 mph

cruise: 296 mph
Ceiling: 28,800 feet
Range: 1,440 nautical miles
Power plant: two Allison T56-A-8B turboprop engines
Contractor: Grumman Aerospace

The amazing thing about this aircraft, is the fact that you sit “backwards” to the way you normally fly on a commercial aircraft. In addition to the unique way to fly, you are strapped into your seat with all the safety gear and helmet and secured very tight in your seat, with a harness. With all five of our group secured in our seats, it was time to head out over the ocean to the carrier. The flight lasted some 45 minutes and was rather smooth, except for one small window the size of a coffee cup saucer on each sideof the C-2A, you fly without the references of windows.

I was lucky, I scored a window seat….the rest of our group was pretty much in the rear and had no window seats. They never seemed to complain! The crew members on the C-2A told us that we might have to make a few passes around the carrier and then we would be the next in line to make the carrier landing.  In the glare of all the engine noise, they told us that we need to get ready to land….land on a carrier in the ocean…wow…my heart rate was going up for sure.

They told us that when they shout…”Here we go”…..”Here we go”…..we needed to be ready for the arrested landing on the USS Carl Vinson. Soon after this, I could sea the white caps of the waves in the ocean…we must be close…..get ready!

We were moving at well over 100mph and in just two seconds, we at ZERO! You could hear the hook on the tail of the C-2A hit the cable and we were there…somewhere out in the Pacific, far from land. I felt good to be on this metal island in the ocean.

We made a carrier landing….and I was not sea sick at all. Looking out the tiny coffee cup saucer window, I could see a whole world of people with many colored vests with helmets, waving arms around, doing busy stuff and now it finally hit me; these are the many men and women that you hear about, serving our great nation and doing their jobs, just like you and me.

We salute ALL of these members of the US armed forces that are making a great sacrifice, being away from family for long periods of time. After the clam shell doors opened up, we were escorted to an area off the flight line and brought to the media center on this massive ship. Once inside this massive warship, we were greeted by LCDR Eric Reynolds, who seemed to know more about this ship, than anyone I might meet. LCDR Reynolds had a list in front of him with a detailed schedule of the places and people that we would be meeting.

Our first embark on the ship, was to go as a group, to see the active flight line. With helmets and vests on, we proceeded as a group, single file, to a place that few get to see….F-18 aircraft launching from a moving carrier, somewhere in the Pacific ocean. Wow, the sights and sounds of this experience is just amazing.

You will see many pictures taken by our group, of this flight deck.

All the crew on deck, work in kind of a workplace harmony, that you hardly see in the business world….everyone knows his or her job and all seems to go with precision! Better follow your guide, as you do not want to be blown off the deck of the USS Carl Vinson, by the exhaust of an F-18! Back in the media center, we broke into smaller groups, to be given access to area like the computer/print center; the mess hall; aircraft storage area and the aircraft engine shop.

Wow, at best; this mighty ship has well over 5,000 people on board. Lunch, Dinner and late night dining, all were great experiences. Great food, served by dedicated staff and things running like clockwork! One of the highlights of this embark to me; was meeting and interviewing the ships captain; Captain Bruce H. Lindsey in his conference center. As a way of thanking Captain Lindsey, we presented him and the fine crew of the USS Carl Vinson, with a plaque of the US Navy’s logo. Captain Lindsey assured us that this plaque, would be placed in a location of high honor.That alone, made this trip a once in a lifetime experience.

After a great dinner, I was given the rare opportunity of doing my radio show, live from the USS Carl Vinson on a satellite type phone….calling into the Rollye James show, which is on all over the US, on XM 158, week nights at 7PM PDT.(link below)

On this show, for one hour, I told the great story of the USS Carl Vinson and the crew, along with tips on how to observe the meteorshower, the Perseids that was going on that night. After that, we caught up with the rest of our group and we were escorted to the flight operations center.

Here, we got to sit in the same seats that the pilots brief for day and night missions. The team leader, gave us a great insight into what the night missions were all about. At the same time, we were watching a large screen TV with night images of the F-18’s landing above our deck…..the planes hit hard as you hear the plane crash to the deck and pull to a stop. Then the metal arrested cable dragging itself back to it’s position on the deck…a really amazing experience.

That night, flight operations ended early, due to weather, but we still got to climb up the stairs of the “Island”, to get a look at the flight deck from the “Vultures Row”. This is a great place to watch the carrier deck and many aircraft below. Then it was on to a late night snack and off to bed…you get tired out at sea…walking and climbing, LOTS of stairs!

Our cabins were the best they have on the ship and they were comfortable, but small. Our wake up was scheduled for 0600 and sure enough a sailor was there to remind us that we needed to be ready for “chow” at 0645, as we had a lot to see, before we were to leave the USS Carl Vinson.

After a great breakfast, we were given the opportunity to view a burial at sea practice. This is a sacred ceremony and one that is of the highest of Navy traditions.Then it was off to the engine shop for the repair of the jet engines that require maintenance.After that, we toured the flight deck and got to see what 4.5 acres of deck space looks like…..huge! We would then visit the control center of this mighty ship and fora moment, we were told that we were somewhere off the coast of Mexico in waters that might be over 5,000 feet deep.

After a final lunch, we got to see the medical area of the ship and the dedicated staff that work in this large hospital at sea. The USS Carl Vinson played a key role in the relief efforts from the recent Haiti earthquake. Now it was time to return home………

Wow, we were only here some 24 hours, but it was a most memorable experience. Our bags were taken to the flight line and it was time to say goodbye to the crew and staff. Once again, we were given a final safety briefing about the vests and helmets, which would be our safety net on the C-2A, as we were about to participate in a full catapult launch off the deck of this mighty warship. We walked single file on the noisy carrier deck and once again, I was lucky to get a window seat, for our flight finale. The C-2A moved into position and the crew told us, to be aware of the verbal…”Here We Go”….”Here We Go”…….this time you needed to place your feet on the seat in front of you and cross your arms and tuck your head in………I looked out my tiny window and saw the last of the flight deck crew…we were about to do what naval aviators have done so many times before us…..take off from a moving carrier. Time to fly….0 to 128mph in three seconds……I felt a strange feeling…like a roller coaster, only better, as this was a real carrier take off! For the landing and take off from the USS Carl Vinson, each member of our team, was given a certificate, of authenticity, that we indeed made a carrier landing and take off!

It is with this special note of thanks, that we would like to thank the staff and crew of the USS Carl Vinson, CVN-70 “Gold Eagle” for the dedication that all give the our great nation. Special thanks, to Captain Bruce Lindsey, LCDR Erik Reynolds, LTJG Erik Schneider, MCCS (SW/AW )Bill Houlihan  and Lt. Aaron Kakiel. We all liked this, so much, that we are looking to see if we can do this, next year, and visit the USS Ronald Reagan, CVN- 76, also based out of San Diego.

And a special shout out to MC3  Hale you keep em Rockin.

We hope you enjoy the many photos and radio interview from our team!

On board the USS Carl Vinson “Vis Per Mare”-  “ Strength From The Sea”

“Always Keep Your Eyes To The Skies”

Dr.Sky

Listen to a recorded version of the show Dr. Sky did live from aboard the Carl Vinson. He was a guest on the Rollye James show.

Boston-Portsmouth Air Show

The Portsmouth International Airport at Pease, a former Strategic Air Command base in southeastern New Hampshire, is about an hour’s drive up I-95 from Boston.  Long gone are the FB-111As and KC-135As of the active Air Force, the base is now home to the New Hampshire Air National Guard’s 157th Air Refueling Wing and its KC-135Rs.  It is also a joint use airport, with a handful or corporate jets and plenty of light aircraft occupying hangars that once housed part of America’s nuclear deterrent.   “Back in the day”, Pease held large air shows that drew tens of thousands of spectators from Maine, Massachusetts, New Hampshire, and the other New England states.  Almost 20 years later, the airport hosted the 2010 Boston-Portsmouth Air Show, drawing over 70,000 spectators for a six-hour long flying display each day, that included a pair of military flight demonstration teams and loads of civil and military solo and formation acts.

The  Daniel Webster Council of the Boy Scouts of America and the Brain Injury Association of New Hampshire co-produced the 2010 air show.  For the Daniel Webster Council, this was their key event for celebrating the 100 years of the Boy Scouting in America.  The Brain Injury Association of New Hampshire had previous experience with Pease air shows, sponsoring the smaller Wings of Hope events in 2007 and earlier.

The quality and quantity of air show performers gathered together at Pease was an air show enthusiast’s dream.  The Blue Angels are now 5 months into their 2010 season; their fast-paced and thunderous  routine looked highly polished, delighting the crowds with their Fat Albert C-130 and six F-18 Hornets.  In comparison, the Brazilian Air Force’s Smoke Squadron flew the Embraer Tucano turboprop trainer, and presented a more artistic aerial ballet with seven aircraft involved in formation and solo passes.  Interestingly enough, most of their aircraft have two pilots assigned to each one (but only needing one pilot to fly it), in contrast to the Blue Angels’ one pilot per plane.  The Brazilians were well received, and their team  merchandise (hats and shirts) sold quickly.   After the show, the team would embark on a 5 to 6 day trip home, stopping in Florida, Puerto Rico, and twice in their home country before finally landing in southern Brazil.

Other military performers included lots of afterburner – the Navy’s F-18F Super Hornet and the Air Force’s F-16 Viper East and F-15E Strike Eagle solos.  The Army’s Golden Knights were much quieter, but drew equal amounts of cheers.   A quartet of top-notch civilian solo performers flew different airplane types: Sean D. Tucker in his Challenger biplane, Mike Goulian in his Extra 300, Rob Holland in his MX-2, and John Klatt in his Staudacher S-300.  Teams included Rob Holland with Jack Knutson (Extra 300) together in the Firebirds X-treme  show,  military veterans Dale “Snort” Snodgrass and Jerry “Jive” Kirby in their new Team MS-760 Paris Jet aerobatic display, and the Red Star formation team of brightly painted Yak-52s and CJ-6s.  The Disabled American Veterans-sponsored World War II-era B-25 “Panchito” flew during the show, and attracted scores of veterans to her while parked on static display too.  Interspersed between groups of performers, the airport  opened for five fifteen minute-long windows for non air show aircraft to arrive and depart.  This in itself became part of the show, with Gulfstream, Cessna, Bombardier and Embraer corporate jets and many single-engined piston planes flying in front of the crowds.  What a great way to promote civil aviation!

For the first full scale air show in two decades at Pease, the 2010 Boston-Portsmouth Air Show established itself as a must-see in future years.  It will be difficult to top the collection of performers gathered for the show.  No official word has been given (at the time this article was written) as to if and when the next edition of this show will occur, but if a show date is announced, mark it on your calendar and see how the organizers try to top this year’s success.

Article and photos by Ken Kula

Story and photos by Ken Kula

Flying with the Blues

As a prelude to the Boston-Portsmouth Air Show held on the last weekend of August, the New Hampshire Air National Guard assisted in an important mission: to refuel the Navy’s Blue Angels F/A-18 Hornets en route, as they flew from NAS Pensacola to Pease International Tradeport non-stop.  I was part of a contingent of about 20 media and air show “key” personnel that went along to watch the NHANG’s KC-135R in action, refueling the Navy’s Flight Demonstration Squadron for just about 45 minutes near the midpoint of their 3-plus hour flight from the Florida Panhandle to New England.

The pre-flight briefing was initiated by the 157 Air Refueling Wing’s commanding officer, Colonel Paul Hutchinson.  He welcomed us and described the Wing’s mission.  The example given was that of a medical evacuation flight the Wing had performed a few weeks earlier from Southwestern Asia to the U.S..  Col. Hutchinson highlighted the critical care that wounded soldiers receive; they arrive Stateside in three days or less now, where it took a week or more in the past.  The 157th’s mission has recently changed from an 80%-20% mix of refueling to cargo missions, to almost 100% refueling operations (the noted medical evacuation trip was a rarity).  Many of the Wing’s current refueling flights support the medical transport of wounded troops from Iraq and Afghanistan to hospitals in the USA.

Our flight plan was a special type that the military uses from time to time, called an Altitude Reservation, or “ALTRV”.  Because we would refuel the formation of  jets, we would receive priority over most other types of military activity along our route of flight.  We departed the old Pease AFB (a former SAC air base equipped with FB-111A and KC-135A jets) in southeastern New Hampshire during a rain storm, and broke out into clear and smooth air around 12,000 feet.  We ultimately climbed to FL340 (34,000 feet) to head south to a point over the Carolinas, where we’d reverse course and join the Blue Angels at a lower block of altitudes for their refueling.

Just over two hours later, we felt a descent begin, and soon we were in a turn.  A few moments later, while standing in the rear of the jet with cameras at the ready, someone said “there they are!”  Shortly, out the small exit windows, two or three jets were visible, loitering as the first F/A-18 hooked into the refueling basket that was trailing from a hose attached to the flying boom.  We all got to lay down in the refueling “pit” for a few times next to the boom operator, who insured fuel was flowing and the hose and basket apparatus was operating within its envelope.  The original plan was for each of the six Blue Angels jets to take 6000 pounds of fuel in one long coupling, but that plan changed to a pair of 3000 pound transfers.  That meant that our time with the Blues was a bit longer than expected, which was OK by all of us non-crewmembers!  We took our fill of photos and reveled in the beautiful sight of the Blue Angels jets just feet off our own wingtip.

Too soon enough, it was time for their formation to leave and fly ahead… they cruise a bit faster in the Hornets than the KC-135R does.  An hour later, our KC-135 ducked down into the murk and mist around 4000 feet.  After some vectors by ATC, we joined the ILS into Pease; we broke out about 600 feet above  the ground, around a half a mile out from the lights that marked the end of the runway.  Looking out the right cockpit window as we flared to land, I could see the Blue Angels F/A-18s already parked on the ramp.  Mission successful!

Story and photos by Ken Kula

2010 Westfield International Air Show

Home to the 104th Fighter Wing, Massachusetts Air National Guard, the Barnes Municipal Airport is a thriving joint-use facility in the western part of the Bay State. Hosts to the 2010 Westfield International Air Show, the Wing has always presented an event that brings their ANG family together; a somewhat noisy celebration of flight that is full of spirited performances by the locals and visitors alike! The 104th flies F-15Cs, and is constantly swapping out some of their older airframes for newer blocks from active Air Force squadrons. There were 5 “new” jets parked in a row away from most of the static display without the familiar “MA” on the tail yet, so new they were. Two of these sported green MiG kill stars too.

The show contained a host of civilian performers: Greg Poe, Dan Buchanan, Mike Goulian, Rob Holland, Red Eagles, John Klatt, Geico Skytypers, the pair of Jet Outhouse/Jet Bus display, and the Tora! Tora! Pyro Show. The static display was well attended, with some 30 aircraft ranging from a TBM-3E Avenger, Canadian CF-18 Hornet, F-15E Strike Eagles, and a KC-135R from neighboring New Hampshire, to numerous civilian aircraft.

There were lots of modern military aircraft that flew: 4 Barnes based F-15s, a pair of Burlington Vermont based F-16s, two Selfridge Michigan based A-10s, and the West Coast F-16C and East Coast F-18C teams. An Altus Oklahoma C-17 put on a stirring performance, and the Golden Knights dropped in too. The Thunderbirds were the featured performers

I spent most of my time during the show in the Warbird area. Although they are on static display for a large part of the show, the aircraft are “tactically” roped off, and towed out beyond the crowd line prior to their flying part of the show. The action is up close and personal, with lots of exhaust fumes from jets and piston engines in the air. They’re towed back to their parking/static display area after shutting down too. The cool thing is that the air and ground crew members are readily accessible to talk to, and take the time to do lots of it. World War II aircraft from a pair of Long Island NY museums; Warbirds Over Long Island and the American Airpower Museum, graced the skies with a P-47, P-51, and C-47, and B-25 “Panchito” served as focus for the Disabled American Veterans (DAV) road show. Freedom’s Flying Memorial’s UH-34D helicopter served in the Viet Nam war, and flew again to the delight of the crowd.

I have to be honest though, my favorite of all of the aircraft present over the weekend was Dean Cutshall’s North American F-100F Super Sabre. The only F-100 still current and airworthy (reportedly there’s another F-100F and a F-100D that could be flown in the US, but they’re not currently certified) flew during Saturday’s show, but it got rained out on Sunday. The type was operated by the Air Guard at Barnes through the 1970′s, and Dean’s ‘Hun brought many veterans to the show to experience the aircraft’s sights and sounds again. That single stage afterburner is quite an attention-getter!

The weather deteriorated from the start of the weekend through to the end… Friday was beautifully clear, and most of Sunday was rained out. Saturday was overcast but dry, and somewhere near 200,000 spectators overwhelmed the local area. There was a 20-mile back-up reported on I-90/the Mass Pike, and parking lots were filled well before the Thunderbirds flew at 3PM, effectively closing the gates and sending many frustrated folks away. Even the rainy Sunday had a reported 50,000 spectators. Western Massachusetts was hungry for an air show, and the Barnes show offered up plenty of high calorie satisfaction.

Story and photos by Ken Kula 8/2010

The Jet Warbirds at Oshkosh - By Mark Hrutkay

Going to the annual EAA Convention at Oshkosh has become a part of every summer for a lot of us.  I’ve been taking my son since he was four years old.   My father went when I was seven (it was in Rockford, IL back then).  I haven’t missed a lot of shows in 43 years.  The “Fly In” has evolved into the “premier aviation event in the world” but the basic concept is the same.  There are airplane people meeting up with other airplane people to discuss and enjoy airplanes, flying airplanes and everything else that has to do with “airplanes” of all sizes and kinds.  Like a lot of others that come to Oshkosh, I have friends I only see once a year.  I may email them regularly, but you only meet face to face at Oshkosh.

With almost 1000 media attendees at the show, you are going to see every magazine, website and news outlet touting the EAA Convention for the next few months.   I’ll probably be writing at least a few stories about it, but it’s hard to cover something as broad as the EAA in story that’s shorter than the novel “War and Peace”.  I’m going to try and narrow the focus to the things you wouldn’t read about anywhere else.

One thing you can expect at the show every year is the latest and greatest.  If you have the latest or the greatest, you bring it to Oshkosh.  The airshow is always top notch, and is show case of masters of the art.  Sometimes the pilots are the stars and sometimes the planes are the stars.

Civilian owned former military jets are the highlight of any airshow.  They take a big commitment to operate.  It takes skill to fly one, and a lot of money.  There are literally truckloads of funds tossed into the restoration and maintenance of these birds.   Feeding them fuel at $4 a gallon or more (and hundreds of gallons an hour) is another major expense; this separates those who are rich from those who are simply well off.   Anymore, seeing two jets at a regional airshow is a pretty good turnout.  At Oshkosh, that isn’t enough, not even close to enough.

This year, the EAA facilitated and the aircraft owners put on a Jet Warbird show that was hard to beat.   It was so good, I lost count of how many jets were flying.  It was hard to count the number of civilan jet warbirds were on the field.   I’d guess there were more than twenty five there.  If someone said thirty or more I wouldn’t be surprised.  Here are some of the high spots.

While they are not civilians, the EAA managed to get the USAF to bring in something more than the usual demonstration teams.  They brought in Thunderbirds F-16 #7 and #8 for a few days for a special Warbirds in Review segment.  If you follow the Thunderbirds, you know its RARE to see a single Thunderbird jet anywhere.   Generally they only appear as a team and function as a team.  It’s really unusual when the USAF parks one of those planes where civilians can actually get near them.  I’ve been close to the Thunderbirds before because of media access and I’ve been in their hangars at Nellis.   Normally they are parked on the ramp away from the crowd during shows and spectators can’t get near them.  This year at Oshkosh one of those planes was in the Scotts Warbird Alley to meet up with two of Bob Baker’s P-51s.  Those Mustangs (“Sweet and Lovely” and the “Little Rebel”) were flown by two brothers (Bill and Buck Pattillo) in combat in WWII who happened to start the Thunderbirds while they were in the USAF.  More on them in another story…

The youth of today (which would be most people under 40 years old) don’t remember when the Vietnam era jets flew in active service.  These planes are so different than the current generation of fighters.   Straight turbojet engines are much better at converting fuel into noise than the quieter and more fuel efficient of the F-16s and later aircraft.  That’s like comparing a 1960s muscle car to a new Camaro.  Yeah the new one performs better but it’s not nearly as much fun.

There was the Collings Foundation that brought in their F-4 Phantom and TA-4 Skyhawk.  I’m sure that most of us have heard the story, that it took an act of Congress to get the Phantom to them.  That was not an expression either; Congress had to actually give permission for them to acquire a Phantom.  The sheer effort and expense of flying these aircraft from Houston to Oshkosh shows some real dedication.   Guys it was worth it.   The Phantom rivaled the Harrier for being the “Jet Star of the Show”.  The USAF is cutting back on the Heritage Flight Program.  They are using the last few Phantoms in that program as drones and in a few years (fewer than you think too), there will not be any flying USAF owned Phantoms.  Soon the Collings Foundation will have the only one left flying.

The Warbird Heritage Foundation brought in their A-4 Skyhawk.  The WHF Skyhawk was flown by Paul Woods for its airshow debut.  The history of this airplane was pretty impressive.  It was restored by Jim Robinson from Houston in the late 1980s.  He flew it and quite a few other jets with the “Combat Jets” Museum.  They made several trips to Oshkosh among other airshows in the early 1990s.  Mr, Robinson finally donated ALL the aircraft in the Museum to the EAA.  The EAA put them on display in their museum and eventually sold most of them off.  This airplane was returned to flight after over 15 years of sitting on the ground.  For those who understand “use it or lose it”, that is an eternity for a jet, requiring an incredible amount of work to make it fly again.  This Skyhawk has only recently been returned to service and looks great.

Putting the Colllings Foundation and the Warbird Heritage Foundation together resulted in a flyby that would be hard to repeat with a Phantom with a Skyhawk on either wingtip.

Dr. Richard Sudgen brought in a Candair F-86 Sabre MK6, which was the ultimate version of the F-86, from Driggs Idaho.  His Sabre was freshly out of restoration and making its first airshow appearance too.  The F-86 was flown by Dale Snodgrass with a Skyhawk on each wing tip; which was another rare and very crowd pleasing experience.   Doc also has the only civilian owned and flown FJ Fury (which is often called the “Navy F-86”; actually it’s a totally different airplane and flew before the F-86).   That Fury is also the only flying Fury in the world, and it’s very unlikely there will ever be another one.  It flew in the show.

There was once a time when it was pretty common to see a Harrier fly a demo at an airshow.  With two wars in progress and a limited number of aircraft, I understand the Marines have cut back to four Harrier demos this year.   Oshkosh didn’t get one of them, they got something better.   A gentleman from Virginia, Art Nalls, brought HIS Harrier in for the show and flew several demo flights.   Art was a Marine Harrier pilot and a Navy Test Pilot School graduate.  If you read through Harrier emergency checklists, the vast majority of them end with the single word “Eject”.   Mr. Nalls has the distinction of making the only deadstick Harrier landing when he was in the Marines, which to me would mean he’s a heck of a pilot.   He found two British Sea Harriers that were for sale, bought them and restored them.  I had the honor being in Culpepper Virginia a couple of years back when this plane made its first public flight.  At Oshkosh, it was THE star of the show.  When Mr. Nalls flew the Harrier, everyone on the field took a minute off from what they were doing and paid attention.   A short takeoff, a few high speed passes, some hovering and a vertical landing makes a great demonstration of this very rare bird.

Another unique type of aircraft flying were a pair of MIG-21s, the supersonic opponent of the F-4D Phantom in Vietnam.  There was a single seater and a two seater on the field and both flew in the airshows.  A rare Alpha jet was in the show, this is the current primary trainer in the German Air Force.    There were several T-33s that flew during the shows, including a highly polished one owned by the Commemorative Air Force.  I understand that the aircraft was restored by a man who wanted to fly it to transition into his newly restored L-39.  That L-39 was just completed and he flew it in from the Los Angeles area.  One T-33 in particular was restored in USAF colors in a “winter” camo scheme of black, gray and white.  The aircraft was really striking and stood out.

Because of limited space, the jet show is something that you will probably not hear much about elsewhere, but here at Photorecon.net we think the time and effort that went into it is important and the people that put it on deserve some recognition.   Time to look at the photos….

I would like to thank Dick Knapinski of the EAA for his assistance in making this story possible.  By agreement with the EAA, we are not allowed to sell any of these pictures.

Sorry guys.  As usual if you want to contact the author;  I’m at TNMark@Me.Com.

National Aviation Day is observed in the United States on August 19 each year to celebrate the history and development of the aviation. It coincides with the birthday of Orville Wright who, together with his brother Wilbur, made significant contributions to powered flight.Public life National Aviation Day is a federal observance but it is not a public holiday in the United States.
In 1939 President Franklin Roosevelt proclaimed August 19 to be National Aviation Day. The day coincides with the birthday of Orville Wright, who piloted the Wright Flyer. He and his brother Wilbur are given credit for building the world’s first successful airplane with aircraft controls that enabled them to steer the plane. Orville Wright made the first flight for 12 seconds and 120 feet around the site of Wright Brothers National Memorial on December 17, 1903. They were not the first to build and fly experimental aircraft but they are the first to invent aircraft controls that made fixed wing flight possible. The Wright brothers’ status as inventors of the airplane has been an issue of debate, particularly as there were competing claims regarding other early aviators. Another national observation in the United States is Wright Brothers Day on December 17 each year.

Each year the president may issue a proclamation to: designate August 19 as National Aviation Day; call on government officials to display the flag of the United States on all government buildings on the day; and invite people living in the United States to observe the day with appropriate exercises to further stimulate interest in aviation in the United States.

Symbols
Images of early flight pioneers (including the Wright brothers), airplanes and other flight vehicles, aviation industry workers (such as pilots) and any other images linked with the aviation industry have been seen on material used to promote National Aviation Day.

The day begins with a pancake breakfast fundraiser for our local volunteer Valle-Wood Fire Department, at which time nearly 100 private general aviation aircraft arrive from various origins from the western United States.

This year we are extremely excited to have Jessica Cox join us. Jessica is a remarkable young woman who has overcome incredible challenges and will be making an appearance at 10:30 a.m. and will assist us in celebrating aviation and our incredible human potential to achieve our dreams.

Rides are offered throughout the day to the general public (for a donation) in a Bell helicopter, a Ford Tri-Motor, or a North American P-51 Mustang (the P-51 is provided by the Air Museum Planes of Fame), while the local EAA Chapter 856 will be offering free rides for children as part of the Young Eagle introduction to aviation program (parent or guardian permission required). Other spectacular aircraft will be arriving and performing throughout the day, as well as special static displays.

Born and raised in Good Hope, Illinois (population 365 at the time), Lt. Colonel Duncan, known as “Dunk” and/or “Lil Dunk” obtained his teaching certificate and began his working life as a 6-7-8 grade teacher.

Bill was a 20 year old middle school teacher when the bombing of Pearl Harbor occurred.  He tried to join what he called the “black shoe navy” as an aviator, but was far too short.  Bill then tried the Marine Corp; however, they required their aviators to be at least 5’4”.  On his first visit to the USMC, he measured just shy of the required height.  Undeterred, Bill went back to his hotel and hung from his hands in the doorway for an hour.  He returned to the USMC recruiter who measured him at 5’4”.  Bill was on his way to becoming a Marine Corp. aviator.  As it turned out, Lt. Colonel Bill Duncan would be known as the shortest active duty Marine Corp aviator of his era!

“ A young Bill Duncan in his USMC Uniform”

In May 1943, Bill had completed his flight training and was now a pilot, holding the rank of second lieutenant in the USMC.  Bill was glad to be a Marine Corp aviator, not only for all the USMC tradition, but because they served on land bases.

In July 1943 he had his first flight in a modern fighter, the FA-2 Brewster Buffalo.  Bill had asked for the aircraft manuals before the flight (due to his lack of experience with this type of aircraft).  Bill was literally laughed at when he made this request and was told by a ranking officer “it has a stick and a throttle, so what else do you need to know.”  Before his first, and last, Buffalo flight, he was told that the Brewster had just returned from battle at Wake Island!  Bill believed this 100% when, upon closer examination, he found bullet holes throughout the aircraft.

Like any Marine Corp pilot, Bill had a “can do/will do” attitude.  With that attitude, Bill cranked up the Buffalo and took off.  Shortly after taking off, the motor stopped!  Second Lieutenant Duncan made his first emergency landing.  His landing area – The Everglades!  As a young, low time pilot, Bill attempted his landing with the landing gear down, not up where it should have been.  When he landed, the Buffalo flipped over and for a short period of time, Bill was trapped in the cockpit.  He managed to dig his way out and freed himself from the wreckage.  As Dunk waited for a rescue team to arrive, he saw that his plane had crushed a water moccasin during the crash.  Bill joked that when he spoke with the accident investigators he told them that had it not been for the water moccasin, he would have not landed upside down!

In the summer of 1943, Bill had heard of a new position in USMC aviation – Land Signal Officer (LSO).  Bill told me that he always sought jobs he thought no one else would want to do.  His rational was that there would be less competition for a job no one wanted to do!  During this era, everyone wanted to be fighter pilots.  No one wanted to be an LSO!

“Paddles Duncan bring aboard Marine Corp aircraft during WWII”

The purpose of a Landing Signal Officer is to provide assistance (glide slope, angle of attack, whether or not the aircraft’s wheels and/or tail hook is down) to pilots landing aboard an aircraft carrier.  The first generation of LSOs used paddles, later colored paddles for improved visibility for pilots.   This is where the LSO nickname “Paddles” came from.

Dunk recalls that he could land an aircraft from just the sound of the engine!  Bill also remembers another aid that helped him bring aircraft aboard – “Prism Light.” Bill described this prism light as a small light located in the middle of the left wing root.  Based upon its relative position, an LSO could tell if an aircraft was a proper flight path.  It wasn’t until the mid 1950s that more the modern optical landing system made its way to the fleet.

In September 1943 at Jacksonville, Florida, Second Lieutenant William R. Duncan was certified as the first United States Marine Corp. Landing Signal Officer.

After graduating from LSO School, Dunk was assigned to Marine Corp Air Station – El Toro, California.  There, Bill said he qualified literally every pilot in the Marine Corp.  Over his career, Bill estimates that he “flagged” every USMC aviator during World War II and Korean War.

Bill’s first experience in combat was during World War II while assigned to Carrier Air Support – 3      (CAS -3) in aid of Admiral Halsey’s supply fleet.  During this assignment, Bill flew F4U Corsairs, TBM Avengers, as well as served as a LSO on the escort carrier Vella Gulf (CVE-111).  Dunk’s combat experience included being shot at by strafing Japanese aircraft.  Aircraft that were quickly shot down by gun crews from various ships in the carrier group.

Another memory from World War II, Bill remembers, was losing his first, and only, aircraft as a Landing Signal Officer in July 1945.  While his carrier group was resupplying Honolulu, Hawaii, Bill recalls his skipper wanted to do some night carrier qualifications on the airfield.  It was during these “night quals” that Bill was “flagging” in a F4U Corsair.  As the pilot approached, Bill saw that the aircraft was approaching too slowly and Bill gave him a “wave off.”  The Corsair pilot saw the wave off and applied “max power”.  The sudden change in power caused the Corsair to over torque and roll.  Bill saw that the F4U was going to crash and ran to avoid the aircraft debris.  Bill remembers seeing the Corsair roll almost 270 degrees and the first thing to impact the ground was the right wingtip.  The plane slid to a stop, rescuers pulled the pilot from the wreckage, and transported him to the base hospital. Bill, concerned about the condition of the pilot, went to the hospital.  Due to the pilot’s blood type shortage and Bill being of the same blood type, Bill actually donated blood (2 pints) to help save the wounded pilot.  Despite all medical efforts, the pilot later died.

In December 1945, Bill left the Marine Corp for a career as a civilian flight instructor in Monmouth, Illinois.  In short order, Bill got bored in the world of civilian aviation and in March 1946 returned to the Marine Corp.

Upon his return to the Marine Corp, Captain Duncan was assigned to a night fighter squadron at Marine Corp Air Station Cherry Point, North Carolina.  Bill resumed his LSO duties and soon “night qualified” the entire wing.

In 1950, a new aircraft was being introduced to military aviation – the helicopter! Using the same attitude as when he applied to Landing Signal Officers School, Bill applied for helicopter flight training.  In 1951 “Lil Dunk” graduated from Naval Helicopter Flight School and became the only 691^st helicopter pilot in all branches of the service.  As a new helicopter pilot, Bill was assigned to ferry the new Sikorsky HRS-2 from the Sikorsky factory in Connecticut to Marine Corp Air Station El Toro, California.  These ferry flights took four days to complete and allowed Bill to build considerable time and experience in rotary wing aircraft.

In September 1950, Bill went to Korea.  In actuality, he was sent to Itami Air Force Base in Itami, Japan.  Where he was assigned to “carrier qualify” Marine Corp pilots who were coming into the Korean Theater of Operations.

In June 1951, Bill was a member of VMO-6 (Marine Observation Squadron 6) flying the OY-2.  The OY-2 was the Navy/Marine Corp version of the light observation plane – Stinson L-5 Sentinel.  On the 5^th of June, Bill was tasked with finding an elusive mobile artillery unit that had been lobbing shells into the base near an area called “the punch bowl.”  Bill took off in his trusty Sentinel (max speed 125mph and that’s going downhill!) with a combat photographer in the backseat – searching for the enemy threat.  Armed only with a “speed graphic camera,” Bill and his backseater found the artillery unit.  Not wanting to capture “blurry” photos, Bill had to fly over the suspected target area straight, level, and slow while being fired at from anti-aircraft guns.  After returning to base, Bill later discovered numerous bullet holes in the tail of his aircraft.  Dunk joked that they would have shot us down – they just didn’t lead us enough!  When the photographs were developed, they showed the location of the mobile enemy artillery.  A subsequent artillery strike was ordered and the threat was destroyed.  Bill was awarded the Distinguished Flying Cross for his extraordinary achievement while flying a combat mission over enemy territory.

After the Korean War, Bill served as the Informational Services Officer (ISO) for various commands, including the First Marine Aircraft Wing in Japan.  When Bill returned to the United States, he got his first command – HMH 462.

HMH 462 flew the CH-37 Mojave (heavy lift helicopters) and was based in Marine Corp Air Station Santa Ana (renamed in the 1970s to Marine Corp Air Station Tustin or commonly known as Tustin LTA (Lighter Than Air)).  Lt. Col. Duncan served as the Commanding Officer of HMH 462 from May 1963 through April 1964.

While serving as CO of HMH 462, Dunk and his squadron was tasked with a humanitarian mission.  That mission was to aid the Havasupai Tribe, located in the Grand Canyon National Park.  Without the heavy lift helicopters of HMH 462, it would have taken the tribe several months to transport their supplies using pack mules.  During a deployment of ten days, the men of HMH 462 transported building and educational supplies from the top of the canyon to the bottom.  Five CH37s, in 22 trips, transported 25 tons of material in approximately four hours.  For their efforts, HMH 462 was made honorary members of the Havasupai Tribe.

Lt. Col. Duncan showing a young member of the Havasupai Tribe the cockpit of the CH-37.

Bill remembers his tour of duty as the CO of HMH 462 as his favorite command, because it was his first.  He describes the CH-37(c) as having the flight characteristics of a “semi truck.”  According to Dunk, it was not a fun aircraft to fly and was prone to electrical failures that caused many “unscheduled landings.”

Dunk returned to the Far East in early 1965 where he served as the officer in charge of the Command Information Bureau for the III Marine Amphibious Force in Da Nang, Vietnam.  Bill’s collateral assignment during this tour was serving as the officer in charge for the Dan Nang Press Center.  Lt. Col. Duncan was the sole releasing authority for all military news in the I Corps operational area.

Returning to the United States in July 1965, Bill assumed command of HMM 165 (Marine Medium Helicopter), also known as the White Knights in September 1965.  The White Knights were flying the new Boeing-Vertol CH-46.  Bill also had the honor of being only the second Commanding Officer since the squadron was commissioned in July 1, 1965.  Lt. Co. Duncan served as the CO of HMM-165 until February 1966.

“Lili Dunk’s” flight suit from his last command – HMT 301. A “White Knight” given to Lt. Col. Duncan by the members of HMM 165 when he left the squadron.

Lt. Col. Duncan’s final command was HMT 301(Marine Training Helicopter).  HMT 301 flew UH34s and provided advanced training for aircrews heading to the air war in Vietnam.  Lil Dunk was the CO of HMT 301 until August 5, 1966.  This date was also his last flight (flying a UH-34) as a Marine Corp pilot.

On October 1, 1966 Lt. Col William R. Duncan honorably retired from the Maine Corp after 24 ½ years of service.  Over his 24½ year career as a Marine Corp aviator, Lt. Col. William R. Duncan flew 20 different types of fixed and rotary wing aircraft totaling 3,251 logged flight hours.  As the Marine Corps’ first Landing Signal Officer, Bill estimates that he has “flagged” thousands of Marine Corp aviators.  Lastly, although not written in the history of Marine Corp aviation, Lil Dunk owns the bragging rights of being the shortest Marine Corp aviator of his era!

Retired Lt. Col. William R. Duncan at his home in Dana Point, CA holding his highest metal – The Distinguished Flying Cross.

Photo by Tim Wagenknecht

For the first time in three years, Naval Base Ventura County is bringing back its popular air show.

Although it’s still early in the planning stages, the 2010 Point Mugu Air Show — scheduled for Aug. 7-8 — will feature the Air Force’s Thunderbird demonstration squadron.

Capt. James McHugh, commanding officer of Naval Base Ventura County, said he was very happy to announce the Thunderbirds would return.

“The Thunderbirds will headline the 2010 Naval Base Ventura County Air Show,” he said. “The Thunderbirds aerial maneuvers will exhibit the professional qualities of the Air Force personnel, who fly, maintain and support the aircraft.”

The Thunderbird pilots fly F-16C Falcon fighter jets in precision drills and are just one of the featured attractions set for that weekend, said Vance Vasquez, public information officer at the base.

In the past, the popular air shows have attracted tens of thousands of spectators to the base. In 2007 — when the last air show was held — more than 152,000 people attended.

Bad weather resulted in the cancellation of the show twice before 2007. And in 2002, a Navy pilot and Marine officer were killed when the QF-4 they were flying crashed.

It’s too early to detail all that is planned for that weekend, Vasquez said. But over the two days, spectators will get a chance to try out aviation simulators, see current and vintage aircraft, as well as see equipment operated by the Seabees stationed at the base.

Article and photos by Ken Kula

Flight Training the Coast Guard Way

For its’ core missions, the Coast Guard operates five types of airframes: the EADS/Eurocopter MH-65B/C Dolphin and Sikorsky HH-60J/T Jayhawk helicopters, plus the FalconJet HU-25A/B/C/D Guardian, the new EADS/CASA HC-144A Ocean Sentry, and the Lockheed Martin C-130 H and J model Hercules.  The C-130 community flight trains at Coast Guard Air Station (CGAS) Clearwater, Florida.  Training on the other four aircraft types is performed at the Coast Guard’s Aviation Training Center (ATC), located in Mobile Alabama.  Since 1966, the Mobile campus has been home to most of Coast Guard aviation’s flight training and standardization.  Today, the ATC accomplishes three critical training missions:  to train pilots and other aircrew on their newly assigned aircraft, to provide yearly proficiency training for all Coast Guard pilots, and to standardize the operation and engineering of the Coast Guard’s fleet of aircraft.

During recent years, forty to fifty pilots were trained annually by the ATC in small classes arriving via two separate avenues.  Some pilots transfer from within the Coast Guard, transitioning (called “T” courses) from one aircraft type to another (say, from the HU-25 to the HC-144).   Others enter via the Direct Commission Aviator (DCA) program; rated  pilots are brought aboard and assigned an aircraft type, not needing any primary flight schooling.

Simulation is used extensively by the ATC for flight training.  Each day, classroom work precedes flight simulator time.  There are several general and type-specific simulators at the ATC.  Basic cockpit layout and systems are taught in a non-electronic “table top” simulator; then one moves to the electronic Reconfigurable Cockpit Procedures Trainer (RCPT) to have more “hands-on” time to gain familiarity and to practice the important standardized procedures in each type.  These first two systems are not extremely complex; in reality they are simulators to prepare for the full-motion simulators that will follow.  Finally, the student enters their three-dimensional type-specific simulator to gain further knowledge before actually strapping into their aircraft.  The ATC is completing the installation of a new $25 million dollar HH-60J Jayhawk helicopter simulator that will augment and replace the current one, and will ultimately be upgraded to the new HH-60T configuration.  When the students are ready to fly actual aircraft, there are upwards of 20 helicopters and fixed wing aircraft (HH/MH-65, HH-60, HU-25 and HC-144 types) assigned to the base to meet the needs of students and their instructors.

Standardization is an overriding goal of Coast Guard aviation training.  When Hurricane Katrina hit the Gulf Coast in August 2005, the Coast Guard’s aviation assets accomplished or assisted with thousands of rescues.  One capability that was vital to their success was standardized training and procedures.  It was not uncommon to have four aviators, each from a different home base, assigned to fly a rescue mission together.  In a few short minutes, the crew was briefed and ready to go flying, assured that each member knew their duties and wouldn’t deviate from standard procedures.  Their workload has again increased with the Gulf of Mexico BP oil spill.

A key component to standardization is the annual one-week proficiency training session at the ATC that every one of the approximately 1,000 pilots in the Coast Guard must attend.  There are three “ratings” for pilots: Copilot, First Pilot, and Aircraft Commander.  Each program has some rating- and type-specific requirements, such as standardized aircraft simulator problems (aircraft emergencies, task management, etc.).  General classroom training includes an IFR refresher including pertinent AIM and FAR information.  Importantly, half of the course focuses on Cockpit Resource Management (CRM); pilots of all experience levels attend these classes and learn from each other as well as from the instructors and the books.

The Coast Guard has a heavy training load entering the new decade.  The new HC-144A Ocean Sentry has begun standing watch for search and rescue and enforcement duties at ATC Mobile.  This twin turboprop CASA CN-235 derivative is replacing many long-serving HU-25 Falcons across the country.  Mobile was the first operational unit to employ the aircraft; its “learning curve” links the standardization and training community at the base with the operational community.  Nicknamed “the bull” by many pilots (in honor of their Spanish manufacturer), the aircraft at Mobile have a small bull’s silhouette on the aft fuselage.  While not as fast as the Falcon jet, the HC-144 has more than twice the endurance, a larger cargo/passenger capacity, superior windows at the observer’s positions, and newer avionics. It will serve as the future’s medium-ranged search and rescue, homeland security, and environmental protection aircraft.  The ATC’s pilot training classes will increase twofold as many Falcon pilots transition to the newer aircraft, while regular training requirements haven’t changed.

The author wishes to thank ATC Mobile’s Commanding Officer Captain Steven Truhlar, Executive Officer Commander Pete Mingo, and Public Affairs Officer/HC-144A pilot Lieutenant Tavis McElheny, for their time and enthusiasm they shared while explaining their important missions to me.

Article and photos by Ken Kula updated 7/2010