AIA AIAA recommendations for helicopter industry programs to stakeholders and government officials was interestAlthough there are no other mentions of helicopanother. Businesses should, the report stated, expand its ters, the report and recommendations are pertinent to the external reach to engage students through competitions, aerospace and defense industries as a whole. The suminternships, mentorships and co-ops.
An Aviation Week study industry in terms of the up-and-coming workforce is the found that Asian Americans, African Americans, Native lack of science, technology, engineering and mathematics Americans and Latinos currently represent Summit attendees industry workforce. Along with One conclusion drawn from the summit was that STEM recommending a better focus on recruiting and retaining education should start before fifth grade. STEM U. Congress Rep. Mike Honda in the report. The onus also falls on businesses and organizations to drum up workforce interest and technical ability, the summit reported.
Developing new business and academic partnerships was one recommendation. Advocating for support to expand the most successful local regional A cadre of past members and directors is working to locate former members and, if recruiting is successful, reunion concerts are being planned for San Diego and other military communities. Or, send an e-mail to natcc1 aol. Facebook users can visit with choir members at www. Throughout the years, the choir comprised members who were primarily aviation students in Pensacola.
As they progressed to more advanced training at other bases, they would leave the area after roughly 12 months and new members would take their place. Over the decades, the group performed at hundreds of public events nationwide. It also appeared in such venues as The Tonight Show, a joint session of the U. It also produced a number of record albums. The results shed light on how these creatures produce enough lift to fly. Resembling a feathered flying ace with his miniature protective goggles and chinstrap, the parrotlet named Obie stood ready to take off.
On signal, Obie propelled into the air, flapped through a laser field infused with microparticles and landed on another perch three feet away. The journey only lasted three seconds, but it challenged the accuracy of three aerodynamics models long used to predict animal flight. It also might impact future designs of bio-inspired drones, robots and unmanned aerial vehicles UAVs , a topic of interest to the U.
Navy and Marine Corps. David Lentink, the Stanford team tested three models commonly used to estimate how much lift birds, and other flying animals, generate when flying. First, they had Obie and other parrotlets fly several times through a laser field flashing 1, times per second, lighting up nontoxic aerosol particles the size of a micron one thousandth of a millimeter. As Obie flapped through the field, thin mist particles moved around his wingtips and were photographed by superhigh-speed cameras-creating a new picture of the vortices in the wake of a flying animal.
The researchers then applied each of the three prevailing models to these new measurements multiple times. In each case, the existing models failed to forecast the actual lift of the parrotlets. We now know we need new studies and methods to inform this design process better. I believe our method, which measures lift force directly, can contribute to such improvements.
Because it is operating obsolescent, year-old TH helicopters that are increasingly difficult to maintain, it is only a matter of time before there is a major incident that brings this critical training operation to a standstill. The Navy has been planning to replace this dwindling fleet of helicopters since It is now and the Navy is no closer to finding a solution.
It is time for a new approach, one that leverages best practices from the commercial world of aircraft fleet management. The man in charge, Rear Admiral Dell D. Bull, has an impossible task. He must take nascent pilots coming off initial training on the modern T-6 trainer aircraft, and then send them back to the future by putting them into a year-old helicopter without up-to-date avionics, safety features or electronic systems in order to prepare them for flying some of the most advanced aircraft in the world, such as the MHR, CH and MV Osprey.
The Navy is in danger of creating a future in which it has the best operational fleet of helicopters and tiltrotor platforms, but an inadequate supply of fully trained pilots to fly them. Moreover, the TH, a derivative of the Bell , is no longer in production.
If a helicopter is junked, there is no way to acquire a replacement. The current maintenance contractor, L-3 Communications, has performed a herculean task keeping these old crates flying. But maintenance demands are cutting into the number of aircraft available on a daily basis. As a result, there are reports that the number of daily training flights is declining below demand, creating a throughput problem that will soon affect the readiness of both the Navy and Marine Corps.
Navy acquisition sees the problem as one of buying and maintaining helicopters.
So it immediately goes ballistic worrying about the money required to buy a new fleet of training helicopters. Wrong way to think about the problem. Ownership of equipment is largely irrelevant so long as all the requirements for training are met. Even today, maintenance and support for aircraft, simulators and other equipment is performed by private contractors.
On an average day, only the instructor pilot and the trainees are actually Navy personnel. Why, in such Opinion an environment, should it matter who owns the helicopters so long as a sufficient number are available on a daily basis to meet demand?
How would a private company reluctant to pay the upfront costs to acquire capital goods handle this problem? It would outsource the job. It would contract with a services provider who would acquire and maintain the necessary fleet of helicopters, simulators and support capabilities to guarantee the required number of training flights per day. The beauty of this is that the contractor would own the aircraft, be responsible for their upkeep and modernization and ensure the smooth flow of trainee pilots through the system.
This is exactly what the Army and Air Force have done. The work will be performed at a company-owned and operated training center and academic, simulator, with live flying training on both U. Army and CAE-owned aircraft. The Army and Air Force programs prove that there is no legal, regulatory or contracting barrier to hiring a services contractor to support Navy helicopter pilot training. The Navy should hold a full and open competition to provide a complete system for training Navy helicopter pilots. The contractor would provide a fleet of appropriate and modern helicopters, simulators, maintenance and support, even curriculum development and classroom instruction, if the Navy so desires.
One contract, one contractor; what could be. The contractor would get paid based on an agreed level of performance, generally defined as training opportunities. Based on the number of training flights the Navy requires per day, the contractor would ensure that number of aircraft are available. The Navy gets out of ownership of yet another fleet of helicopters as well as the headache of maintaining and upgrading them. The Navy can still control the training curriculum, the number and character of training flights and use its own personnel as trainers.
The new Secretary of Defense is already looking to consolidate areas of overlapping activity among the services. He served in the Pentagon during the George H. By Briana Hartzell and Craig Zabojnik. After attempting to make a list of how I can help others going through this process and coming up a bit short , I asked fellow military spouses how they received assistance or lent a hand to another family moving across the country.
Their ideas are creative, kind and would be perfect for any friend preparing to move. The stack of magazines they keep trying to find time to read? It often takes an outsiders perspective to help whittle down the belongings before a big move. Offer to bring things to a recycling center, donation location or assist with a garage sale. Childcare: The most essential day to be child free is the pack -out. There is no way to keep an eye on the packers, your belongings and manage the children. It would also help to watch the kids for a few hours prior to the move, so that the parents have time to organize without someone following along to undo their efforts.
Feed: When you know a move is on the horizon- you try not to buy any groceries and eat out of your existing pantry and freezer. At some point a can of beans and some pasta is just not appealing! Make a meal to share and save them from a smorgasbord of canned goods. Room and Board: Instead of the family sleeping on an air mattresses with bare bones supplies, offer to host them for a night or two during their pack-out.
Heavy Lifting: A trusted friend is the ideal extra set of hands and eyes during pack out can help put labels on everything. Share cleaning supplies. Their supplies are packed and probably not easy to find or get to and this will allow them to tidy up their new place before their belongings are delivered.
Truman Carrier Strike Group. By Chad Storlie. Responsible use of social media is a way that keeps you close to friends and loved ones while deployed or at your base but does not reveal any information that is useable or potentially useable to an adversary or existing enemy. Social Media is defined as the traditional forms of social media such as Facebook, Twitter, Instagram, email, blogging, and photo sharing.
The following items are to help you use social media in a responsible manner and continue to use social media as a vital tool to keep you in touch with friends and family and to deny vital and potentially vital information to current and future adversaries. Photographs share a great deal of information both seen and unseen. Additionally, you also do not want to share your location on any photo sharing application.
There are a lot of easy to determine information from military photographs — units, ranks, weapons, and potential missions. However, when you cannot geographically locate the picture, it becomes enormously more difficult to use the picture for a military purpose.
Remember, no locations in the picture or in the application. When using Social Media to post, consider using Buffer or Hootsuite to name only a few to create and schedule your Social Media posts. This way you can calmly compose, check, and attach photographs that tells your deployment story or what you are doing. Most importantly, scheduling Social Media does not allow time pressure or emotions to interfere. Remember, a social media scheduling service can aid staying in contact and prevent emotional out bursts on social media. A lot of trouble with military social media can be avoided when you tell positive or interesting stories.
Take a picture of your breakfast, lunch and dinner. That is a story for several days.
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This is especially interesting for children because it is a humanizing, interesting, and affirming story for a deployment. Additionally, pictures of dayto-day activities of where you work, sleep, etc. Remember, positive stories go a long way. Blog writers and social media posters can get into trouble with military authorities when they speculate on upcoming missions, the success of missions, the effectiveness of tactics, and what types and quantities of military specialties are at your location.
When you tell your own story, a great deal of these concerns go away because you are telling what happened to you and what your perspective is. When you criticize and speculate on past and future missions, you are crossing a line. As a rule, do not mention ranks and names, units, weapons, weapon capabilities, supply levels, or mission preparations. Remember; tell your story with good background and detail.
Every unit and every commander has a different level of comfort and familiarity with social media and its uses. If you cannot, then obey the issued rules and orders if you disagree. Remember, an order on social media use and posting is still a lawful order that must be followed. Using social media to tell your story and stay in touch without violating information security protocols is achievable.
The exact nature of its failure was very unusual and will be explained by the time this little lesson in humility is complete. No big deal. Probably some atmospheric afternoon effect thing. No matter. Break dip, get. He had seen this type of setup before. Ace, what seems to be the matter?
I should be worried. A non-normal situation. His scan instantly stopped on the Not exactly an emergency, though. Not today. We raised the dome and climbed gauges. No clue there either. The helicopter by now was in out. Still no luck. No problemo Wind was blowing in in a closer dip area to relay Still no joy. Actually a helos closer in to shore, so maybe we were alone out here. Could the freq be wrong?
A quick check of the button He brightened, no longer clueless. Could we be lost comms? The eyes dropped to the center console. The UHF Lost comms. The Not exactly an emergency, though. After all, we mixer switches were all up where they belonged. On to the were only 18 nautical miles out to sea, about equidistant from overhead circuit breaker panel. All breakers in. He looked at either Imperial Beach or North Island. It was CAVU ceiling me. He brightened again.
I one, the UHF selection, where it ought to be. He looked at looked over at him. He was silent thus far, and not a litme again, still perplexed, just too late to catch my glance over tle suspicious. Usually does when you make the question personal. We were also getting an opportunity to work as a crew against something external instead of doing the IP-RP game. That would generate a little bonding and bring him a little farther along the road from the training command to the fleet. North Island.
Calumet Four Zero, aircraft and our collective lives was completely in his hands, out. No joy. See the ball? What other receiver do we have? The aircraft held altitude and remained in balanced flight. I guess the lesson really had sunk in. The kid showed potential. So we ask IB to call us on Guard if they receive. So what do we do? Both dures. Who a procedure, which he did, in adequate detail, the procedures else can we call that might be high enough? Arizona Pete was the call ending with shut down the helicopter.
Where does that leave us? We would hear him from time to taken as a flippant comment, and he had no other clue as to time calling some high, fast mover out in the ADIZ whose IFF was on the blink, or who had strayed out of his assigned the desired answer. He was on some high mountain he kept silent. So I took the aircraft and my right shoulder to catch the eye of the instructor aircrewman to assure him with a weary nod that I knew we were headed for the water And that I would snatch us from the jaws of death, if necessary He suddenly noticed something, I know not what, because he was scanning the caution panel just before he snapped back to job one, adding collective, pulling back the nose, and rolling wings level.
We transitioned to a satisfying, and positive rate of climb, although the wind in my window increased somewhat. No really! He switched up Guard. Be sparing of using Guard. Five miles out on your One Nine Zero for landing. Request a green light indicating clearance up Three Six for landing Pad Ten and taxi to my line, Out.
Keep your eye on the tower. They might wake up and get their heads out of their asses any minute now. Comfortably on deck, we kept looking at the tower while I quizzed RP on tower signal lights to control ground traffic. We saw no lights. We can sit here till we run out of fuel waiting for someone to notice us. God help us if this aircraft carried a Spetsnatz team or a bunch of terrorists. Hell with this. Shine your controllable spotlight at them. What else can we do? Probably make my ear bleed. Teary-eyed and grimacing, I expedited a very perfunctory request for a green light on Guard, not waiting an instant more than necessary for an answer before removing the earplug, to the accompaniment of additional ribald comments about penetration however slight, falsetto endearments and promises, among which was my muttering promise to visit the paraloft for a smaller size plug, which set off another round of juvenile humor, while we approached the hold short to cross Runway Two Nine.
Hell, we might as well taxi on home. Are we clear right? Instead, the truck pulled up to a stop, and the driver got out. This image was taken on April 7, It seemed a little relay in the radio stuck in the transmit position causing everything to be transmitted on the radio, but nothing could be received since the transmitter was always on. I got this sinking feeling in the pit of my stomach just as the phone rang.
It was for me. We never transmitted on Guard except once on the PRC You mean the stuff about Air Force Common? Yep that too. Dear Lord! Not on Guard? We were hugely entertained. It was a hoot. Would you like a copy? You must destroy that tape. By the way, Arizona Pete called Take heed what you say of your seniors, Be your words spoken softly or plain, Lest a bird of the air hear the matter And so shall you hear them again Sometimes when life deals you lemons and you make the most of the situation by making lemonade.
It may be so bitter that you can hardly open your mouth. If so, keep your mouth shut.
Clemons, holding scroll. Rear row, LT S. Cullen, holding scroll , LT A. Lavigne, holding scroll. The presentations were made by Donald Tancredi, far left, Kaman service representative. Most of the rescue flights were made over Southeast Asian waters. USN photo Lassen, who died in , flew his helicopter into North Vietnam and rescued two Navy pilots while taking enemy fire during the harrowing mission that led to his Medal of Honor recognition.
A Whiting flight training building previously named for Lassen was heavily damaged by Hurricane Ivan in and had to be bulldozed, said Jay Cope, spokesman for the base. Cope said base officials wanted to do something else to recognize Lassen, who became a helicopter training squadron commander at Whiting Field after his time in Vietnam. Lassen, fully aware of the dangers in clearly revealing his position to the. Johnson at Medal of Honor ceremony.. Image coutesy of Getty Images.
On this attempt, the survivors were able to make their way to the helicopter. CAPT Catone, who also served as a training wing commander at Whiting, plans to attend the auditorium dedication ceremony at the base Tuesday and speak about Lassen. Catone said Lassen was a phenomenal pilot who was able to share what he learned in combat with hundreds of young flight students to better prepare them for what they might experience in their military careers.
He was out there in the middle of the night for the sole purpose of rescuing the aviators. We can help. GoJet Airlines 2. Navy Mutual 3. FLIR 5. FLIR 6. Telephonics 7. USAA 8. Elbit 9. MOAA BAE Northrop Grumman CAE Piedmont Airlines GE ADS Hover Girl Envoy Air Naval Aviation Museum Leonardo Helicopter UTC Aerospace Systems Bristow Group SkyWest Airlines Robertson Fuel Squadron Toys First Command Enstrom Helicopters Airbus Textron Systems Solutions Bell TRU Simulation and Training Fatigue Technology Innova Systems Cobham Veterans United Frasca International, Inc L-3 Communications Systems West L-3 Crestview Aerospace Allied Powers LLC Shore Solutions, Inc.
PSA TSA CFD International Cocoon, Inc. You provide the financial and moral support needed to continue our mission. Your commitment to service, safety and professionalism are just a few of the touchstones that define naval aviation, and more specifically, make naval rotary wing operations the model for excellence at home and abroad. While some of you will stay on active duty, we recognize that many of you will choose to serve in a different capacity. For those of you interested in remaining in the cockpit, albeit in a different uniform, we hope you will stop by.
We are just inside the main pavilion hall. GoJet Airlines has long been a proud supporter of those who wear the uniform. We actively recruit veterans, and have assisted many military pilots make the transition to commercial aviation. We offer competitive compensation, excellent training and an experience like none other. Above all else, we offer one of the quickest upgrades in the industry. This equates to minimal time before you become even more attractive to the major airlines.
We have helped many rotary-wing pilots make the transition to the airlines. We can help you, as well. Thank you for your service. We wish you a successful symposium! Booth 2: Navy Mutual Since , Navy Mutual has faithfully fulfilled its duty to support military families by providing excellent life insurance and annuity products.
We are proud to serve as steadfast advocates for Navy Mutual Members to ensure they receive the benefits and financial security they deserve. At Navy Mutual, our guiding principle is to serve our Members the same way they serve our country — with integrity, passion, and commitment. As we look forwards to improve our products to help better support our military our input and feedback is always important. We want our products to continue to be easy to use, reliable and to meet the needs of the fleet.
Come by and provide your inputs and suggestions on how we can continue to support fleet. We are here for you! Booth 6: Telephonics remains steadfastly committed to advancing its core surveillance, communications, analysis and integration technologies, providing our aerospace, defense and commercial customers worldwide with a distinct tactical advantage, even in the most challenging of environments. Booth 8: Elbit Systems of America is a leading provider of high performance products, system solutions, and support services that aircrews can trust to increase mission effectiveness and cockpit situational awareness.
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In the sea, land, air and space, Northrop Grumman is a recognized leader in autonomous systems. The depth and breadth of our platforms and technologies portfolio provide customers with a wide range of capabilities. The Northrop Grumman built MQ-8 Fire Scout is a combat proven, unmanned helicopter system that provides real-time Intelligence, Surveillance and Reconnaissance ISR , target-acquisition, laser designation, and battle management to tactical users.
Fire Scout has the ability to operate from any air-capable ship or land base in support of persistent ISR requirements. Booth Sikorsky, A Lockheed Martin Company, has an extensive year history serving the Naval Rotary Wing Community as a leading manufacturer of helicopters built specifically to support the critical missions of the U. Navy as the primary anti-submarine warfare, special opera-tions, and anti-surface weapon systems for open ocean and littoral zones. In addition, the Navy continues to operate the Sikorsky MHE to conduct mine counter measures and heavy lift logistics missions around the world.
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Visit piedmont-airlines. Booth GE Aviation, an operating unit of GE NYSE: GE , is a world-leading provider of jet and turboprop engines, components, integrated digital, avionics, electrical power and mechanical systems for commercial, military, business and general aviation aircraft.
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It is visited by nearly one million visitors a year and is the most visited attraction on the Gulf Coast.
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A lot of us thought he would make the Navy a career. That notion changed when his time came to get out. As he was departing the ship with his duffle bag on his shoulder, he saluted the OD, then the Flag and walked down the gangplank where he took his duffle bag and threw it in the nearest dumpster!
I personally did not see this but I heard rumors that he threw it in the water midway down the gangplank. I can't remember his name - maybe one of you knows it - but he had a strong foreign accent, possibly Czeckeslovokia or some country like that.
Underway Replenishment Pucker Factor Extreme We all know the drill My station for almost 2 years was on the port bridge-wing with my piece of Plexi-glass, marker, and rag for eraser. Here, I marked down the course and speed every time the conning officer made a change so that he could, with a glance from his stance on the bridge-wing, know exactly what the course and speed were as to make changes as necessary during the unrep. I was known as RPM man. No biggy, felt like I had done this times already.
We were slab dab in the middle of taking on fuel during the unrep and no course speed change had been made by the Junior Officer currently at the CON, when all of sudden, the Joey Boat drifted close inwards towards the replenishment ship. I remember thinking, damn??? These 2 ships were literally about 10 feet apart with replenishment hoses and lines dipping the water. Course change XXXX He gently drifted the Joey Boat back out, back out again, back out again without whipping the tail into the replenishment ship. At that particularly moment, back out of harms ways, I thought "this CO rocks and whatever the Navy pays him sure wasn't enough today".
The final report as I recall, was that our GYRO went brain-dead for a few seconds and caused the ships course to drift. During his tenure as CO, the crew really got to see a man that genuinely cared about the sailors that served under him and about the home they shared, the Joey Boat. Like all sailors who are fortunate to have such, you have one CO that makes a great impression on you as a leader and a person.
Thanks for showing your crew and the Navy sir, that you can be a leader and personable and get just as much out of them and their service without "putting the screws" to them all the time. Lundquist, it was a pleasure to serve under your command sir. It was getting pretty boring, when all of a sudden, and quite out of the blue, we get buzzed by a couple of Fs. I mean buzzed. They run down the either side of the ship, buzzing the bridge wings, and generally pissing off the skipper.
They pass around, and one makes another run at the bridge, pulls vertical, and cracks the sound barrier. The CO is by now really pissed and confused. The last pass is over the flight deck, at slow speed, with an after burner kick in and resulting sonic boom. He has no idea why the go fast boys would act in this way. Only after much digging does the CO find out that the Airedales had sewn sheets together, enough to cover the flight deck, and scrawled "If you can't hover, you're queer.
Charlie Oscar was not happy, but we didn't do much plane guard after that either!? C'mon you guys, I know you have some good ones. Let's hear them. We were sweltering back in the A-gang shop, directly under the fantail. This young, new sailor stopped back one afternoon and asked for help. What's up? It seemed that he went up to find a place to smoke a joint, and chose to duck into a fan room up on the starboard side.
He said he had been blowing his exhaust into the screen filter, unaware as to where that smoke was going. The cannibus aroma came out of a vent above the officer's wardroom table Now you know on that vent was the numbers of the fanroom and it's location, so he was caught in the act! What did he need from us? He said that if we could help him prove that they were wrong about which fanroom supplied air to that vent, he could maybe get off on a technicality! We gave him the boot. Circa But not so apprehensive not to pass up on an unsuspecting shellback.
Anyway, his pants wound up down by accident and his ass got accidently packed with grease. I personally didn't do the packing, but I laughed like hell and was pleased that the real world couldn't witness this sort of thing. When we actually crossed the equator, I crawled with the other wogs and took my beating. Butt stinging, eyes full of tabasco sauce, I could just make out the form of Hawes, in his pirate rags, with a big can of graphite grease. You're going to pack your own ass. This is part tale, part confession. You guys remember the Captain's Gig that Tom Buell seemed so fond of?
Remember that it had that huge slant-eight diesel back aft and that made it low in the stern. In port it was usually tied along the port side, just aft of the quarter deck, and the engineering watch was supposed to go down a rope ladder once every watch and check the bilges. I shinnied down the mooring line instead of using the rope ladder, just to be entertained, but I wasn't lifting that rear hatch to check that bilge.
This wasn't that big of a deal until two things happened. Some Seaman removed the name in brass individual letters off of the stern of the gig to polish them. Lots of quarter-twenty sized holes. Then it rained. A lot. I heard that the very first person to discover that the gig was on the bottom of the river in Charleston was the skipper himself, when he came aboard in the morning.
So, it was hauled up and sent down to the destroyer tender to clean it up and flush the engine, which took a few days. On the day it was scheduled for us to go retrieve it, a Seabee was going to drop it in pierside with a cherry picker in the afternoon. He apparently got the afternoon off, so he came early, dropped it in without us and tied it pierside So it sank again.
There were plenty of reprimands to go around, but somehow I was missed. It seemed the watch officers remembered seeing me go down to the boat because I shinnied down that line, so I was excluded. Survivors guilt. But not enough to go seek a reprimand! Even a blind squirrel finds an acorn once in a while. That was Arkansas was one of the most interesting characters, always grabbing his crotch maybe he started the gesture and complaining "mah cods are itching, mah cods are itching.
But one night, when we all had duty, "Deliverence" was showing for the first time on the mess deck. Ned Beatty's performance obviously made a huge impression on Arkansas. Immediately after the movie, there was a lot of ruckus in the passageway next to the aft damage control locker. I squeezed through the large noisy crowd to catch a glimpse of arkansas pinning his little skinny buddy on the deck, face down, twisting his ear, and making him squeal Weeeeeeeeeeeeeeeeeeeee!!!!! Deliver me, oh Lord It was a Sunday afternoon Holiday rooty tooty, I was on watch in the Oil Lab when I got a call to come down to the fireroom, I walked into the console and asked what was up, they told me to go to the lower level behind Alpha boiler, when I got there big Danny Satcher was standing there with his finger on the foward fireroom bulkhead.
I asked Danny what the hell he was doing, he smiled and said check this out, as he pulled his finger away a nice stream of fuel shot out of a pin hole, which happened to be the fuel service tank , we just stared at each other and laughed!!. After the CHENG, Captain, and XO were told the great news, Danny utilized his high tech repair skills and we got a sheetmetal screw with a small o-ring and inserted it into the pinhole, and we than used JB weld to seal the head of the screw, the funny part about the whole thing was NAVSEA approved the repair and we steamed all over the North Atlantic with it.
Thanks to the MM's in main control, chipping away in the angle iron on the starboard side about 1 ft above the waterline, and all of a sudden a bubbling crude of seawater. This was also on the North Atlantic cruise, we proceeded to Plymouth England. Upon arrival BTCM Reynolds and myself had to put a 7 degree port list on the ship to give the HT's enough room to apply a patch on the hull. We transfered everything we could to the port side of the ship. The bad part about it was the ship had to be listing overnight, that was no fun, Aux steaming and trying to live on the ship with a 7 degree list was crazy.
Needless to say the next morning I was opening up the manifold in Aux 1 leveling out the ship. There was a Picture in the Navsta Ingleside newspaper of the Joey pierside in Ingleside with a 7 degree list, yes we had to do it again to have the repairs made after we got back home. Not sure how I could find that picture, it would be a cool one to add to the collection.
After that happened all needle guns got put under lock and key by Captain Frey. The ones I remember wore hydraulic oil stained hats with scratched and dinged-up insignia, faded shirts, some with a Bull Durham tag dangling out of their right-hand pocket or a pipe and tobacco reloads in a worn leather pouch in their hip pockets, and a Zippo that had been everywhere. Some of them came with tattoos on their forearms that would force them to keep their cuffs buttoned at a Methodist picnic.
Most of them were as tough as a boarding house steak. A quality required to survive the life they lived. They were and always will be, a breed apart from all other residents of Mother Earth. They took eighteen year-old idiots and hammered them into sailors. You knew instinctively it had to be hell on earth to have been born a Chief's kid. God should have given all sons born to Chiefs a return option. A Chief didn't have to command respect. He got it because there was nothing else you could give them.
They were God's designated hitters on earth. We had Chiefs with fully loaded Combat Patrol Pins in my day Hard-core bastards, who found nothing out of place with the use of the word 'Japs' to refer to the little sons of Nippon they had littered the floor of the Pacific with, as payback for the December 7th party they gave us in As late as you could still hear a Chief Petty Officer screaming at you in bootcamp to listen to him, because if you didn't, the damn gooks would kill us.
They taught me In those days, 'insensitivity' was not a word in a sailor's lexicon. They remembered lost mates and still cursed the cause of their loss And they were expert at choosing descriptive adjectives and nouns, none of which their mothers would have endorsed. At the rare times you saw a Chief topside in dress canvas, you saw rows of hard-earned worn and faded ribbons over his pocket. There was a war on. They gave them to us to keep track of the campaigns were in. To be honest, we just took their word for it. Hell son, you couldn't pronounce most of the names of the villages we went to.
They're all gee-dunk. Listen kid, ribbons don't make you a Sailor. The Purple one on top? OK, I do remember earning that one. We knew who the heroes were and in the final analysis that's all that matters. They were lighthearted stories about warm beer shared with their running mates in corrugated metal hooches at rear base landing zones, where the only furniture was a few packing crates and a couple of Coleman lamps. Standing in line at a Philippine cathouse or spending three hours soaking in a tub in Bangkok, smoking cigars and getting loaded.
It was our history. And we dreamed of being just like them because they were our heroes. When they accepted you as their shipmate, it was the highest honor you would ever receive in your life. At least it was clearly that for me. They were not men given to the prerogatives of their position. You would find them with their sleeves rolled up, shoulder-to-shoulder with you in a stores loading party. They trained us! Not only us, but hundreds more just like us.
During the yard upkeep period the OI Gang had worked on preservation of all of their spaces. During a massive snowstorm, someone in the chain of command had conducted a topside tour. During this tour, they noticed the 01 starboard side wasn't haze gray but yellow primer. He mustered the OI gang together and we began a painting party in a blizzard. The big problem in this whole evolution was the fact no one could see the bulkhead. After all was said and done, we had to go back and repaint. There was a wall near the pier that had the names of ships that had been there stenciled on it.
Since painting the ship was what we were good at lots of practice ya know , we decided that we would not only put the ships name on the wall , we would paint the ship on it. Since I ran the paint locker , we didn't have to go through the usual red tape involved in getting paint and brushes. Cushing , Fitts , and me Klim , did most of it I think. It seems like Fitts was the real artist of the group , but most everybody that put their name on the wall helped in some part. I wish I had taken a better picture , without the people in the way.
If any body has more info or details that I have wrong , I would like to have my memory refreshed. The boiler dogs all standing on the fan tail, Chief Buffy Mcgrath stood on the out in front of the gang or maybe he was a 1st class then. You know I have no idea where this "Ragging Bull" name came from. We had been out in the North Atlantic chasing Soviet Subs on several occasions over the preceding months but to my surprise they came with the news that we were leaving for the med.
Well sometime early that summer we left home port Charleston and headed across the pond to some place called Beirut. The trip was uneventful until we had almost arrived at the Rock and the word came down that we might be redeployed to " some Island called Grande", well as you all know that didn't happen. Several days later we arrived in hot, dry, hazy ugly place called Beirut. The temp. The boiler room is always hot but it was even hotter now, tempers were short. Early one morning while standing on the boat deck a shock wave came across the water shaking my cheeks, I later found out that several American Marines were killed while sleeping.
Sometime weeks later I received a letter from home telling me of the death of one of my school mates he was a Marine and died in his sleep. As the years go by and some of the names fade away I still remember how it felt when they bombed us in our sleep and we didn't even have a chance to fight back.
When people are wiling to give there life to kill Americans how can we defend ourselves? We spent 6 months on the damn gun line and I believe over that 6 months only 27 days were in port. We were to watch for low flying aircraft and patrol boats from the north. Our call sign was "Gallant Steed". At hours on July 15, we picked up a fast moving surface contact moving in our direction. Based on Intel, no known shipping was to be in this area. The bridge was notified and we went to our first "real" G.
The captain sounded GQ and what normally took minutes to man was accomplished in about 90 seconds. ECM was not an easy job, it took a while to find the "finger prints" of radars and then determine the origin page after page of confusing data. I was on the equipment and the Captain was breathing down my neck for a confirmation on the ID of the radar on the surface contact.
We were all very nervous and ready for action. After what seemed forever, we determined that the contact was friendly. The contact was one of our own destroyers that had left station without informing anyone, the name of the ship will remain nameless. I felt like had aged 2 years. Even though this was a false alarm, all learned a lesson, and the captain knew we were on our toes. The following evening I wrote a letter to my wife explaining what had happened.
After I finished the letter, I started writing a poem its not the greatest, but I will always remember it on the incident as follows: "While we rode the bright blue waters, someone sounded General Quarters. Sailors running to and froe, wondering who was the unknown foe.
Mark that bogey-plot that skunk, watch them good or we'll get sunk. The situation is a bit unsteady, but CIC is manned and ready. Surface-air and bogey summary, weapons manned for surface gunnery. Engineering ready to deliver speed, missiles ready on Gallant Steed. Contact closing fast and steady, every one starting to feel unsteady. Do not think it's an enemy raider, ECM holds a U. The speaker crackles a voice comes screeching, may I have your attention this is the captain speaking.
Your reactions were fast for this situation, but it was one of our ships out of station. We will soon secure from General Quarters, to once again ride these bright blue waters. Since we were always on the move, we missed our mail drop offs many times. At times I don't think the government even knew where we were. The following author is not known, but I am sure this happened to all the forces in Viet Nam at one time or another.
The City of Olongopo in the Philippines today was hit by the worst disaster in the cities history, it was overrun by thousands of virgin women. The U. Naval Forces off the coast of Vietnam were hit with a surprise attack today, they received their mail. Either you got one, gave one, wished you had one or wished you didn't have the one you got stuck with. I'll start with my own if you don't mind.
Because my last name is Crego but has been mispronounced my whole life as Greco. And the Navy was no different. As a matter of fact. It was EN3 Mucelli who gave Jose' to me while he was still down the hole. Get it? Jose' Greco. Anyway, here are a few more. I was going to try to match up people with there nickname, but it seems to be almost impossible to get it all right. Maybe you'll know who belongs to what. Or maybe YOU belong to one of them.
I think we need to start a nickname 'Hall of Shame'. Here are a few people who belong to the above mentioned names. He or she will do damn near anything asked, under terrible conditions, with better results and fewer complaints than any civilized human being should have reason to expect. And we, who have the privilege of serving them and leading them, make our plans and execute crucial missions based primarily on one fact of life. That the basic Marine will not fail his country, his Corps and his fellow Marines. That they will overcome any threat.
If allowed to do so. Think about that and remember that for years it has worked and it has kept the wolf away from America's door. I like Marines, because being a Marine is serious business. We're not a social club or a fraternal organization and we don't pretend to be. We're a brotherhood of "warriors" -- nothing more, nothing less, pure and simple. We are in the ass-kicking business, and unfortunately, these days business is good.
But don't worry about that. What you need to remember is that the mere association of the word "Marine" with a crisis is an automatic source of confidence to America, and encouragement to all nations who stand with us. As Marines, our message to our foes has always been essentially the same. Threaten my country or our allies and we will come over to your side of the street, burn your hut down, and whisper in your ear "can you hear me now? I remember that time in my life well as a real group tightener!
Regardless of what MOS you now have, if you don't already know it, being a leader of Marines is about as much fun as you can legally have with your clothes on! And that's true regardless if you are a grunt, datadink, sparkchaser, stewburner, wiredog, buttplate, remington raider, rotorhead, legal beagle, fast stick, cannon cocker, track head, skivvie stacker, dual fool or a boxkicker. And if you don't believe it you will! Trust me! Because each us fought to gain the coveted title "Marine", it wasn't given to us. We earned it. And on the day we finally became Marines, an eternal flame of devotion and fierce pride was ignited in our souls.
Charlie Company, let's not fool ourselves. You know it and I know it. You have some challenging times and emotional events ahead of you. I am not talking about tomorrow morning's headache. I am talking about the fact that the world is a dangerous place and as leaders of Marines, you will be walking point on world events. Make sure you keep that flame that I mentioned earlier burning brightly.
It will keep you warm when times are hard. It will provide light in the darkest of nights. Use it and draw strength from it, as generations of leathernecks have done since our beginning. Some of the Marines here tonight were with me. The Essex is a great ship and one of six to bear that name in defense of our nation. In , the first Essex was commanded by a tough skipper named Capt. David Porter. By all accounts, Capt Porter was the type man you did not want to see at Captain's Mast.
He was tough, but he was a true warrior. On one particular mission, the Essex was ordered to sail alone to the Pacific and attack Great Britain's Pacific whaling fleet. Obviously, Captain Porter knew the fleet was well-guarded by British men-of-war and he knew his job would be a tough one and that he would be severely out gunned in his task. Prior to sailing, Capt Porter addressed the assembled crew of sailors and Marines on the deck and explained the task at hand.
He asked for volunteers only and told his men to "take seven steps forward" if they would willingly go in harms way with him. He then turned his back and waited. After a few moments, he turned to face his crew and noticed no holes in the ranks. The ranks looked just as they had and not a single Marine or sailor stood to the front of the formation. It is reported that he went on a tirade and screamed, "What is this? Not a single volunteer among you?
I think of this story often. And when I do, I think of Marines like you. Charlie Company, on behalf of the generations of Marine lieutenants who have gone before you, thank you for taking the "7 steps forward", thank you for your love of country, thank you for your life-long commitment as a United States Marine. For those of you who are wondering, "Am I up to it? You will be magnificent, just as Marine officers always have been.
I realize that many of your young Marines are going to be "been there, done that" warriors and that they will wear the decorations to prove it. But you need to know, that they respect you and admire you. You need to know that they want and need your leadership. All you have to do is never fail them in this regard and everything will turn out great. Hold up your end of the bargain and they will not fail. I am pretty sure I can speak for the entire group of distinguished guests here tonight when I say, "We admire you and would trade places with you in a minute to do it all over again.
One last thing.