—Flight deck operations—
The Midway was only one of eight carriers in the Pacific Fleet in
1971, though not all were in Westpac at once. In latter May of 1972 there were
six carriers recorded operating in the Gulf
of Tonkin as part of Operation
Linebacker I: the U.S.S.
Saratoga, Kitty Hawk, Midway, Hancock,
Constellation, and Coral Sea. During October
of 1972 the carriers were: Midway, America,
Kitty Hawk, Saratoga,
Oriskany and Enterprise.
When Operation Linebacker II
commenced in December of 1972, it found the Midway
still putting in days toward its record setting 208 days on-the-line between
April, 1972, and February, 1973. For this
prolonged effort the ship and crew won a Presidential Unit Citation.
Most of ship's crew at one time or another found watching flight ops a way
of killing time during the many long interludes spent on-the-line. Fellows in
the air wing called us "black shoes"
because of our black
boondockers
(leather work shoes). We called members of the
air wing "airdales."
Few of us knew the details of what was happening before
our eyes. We simply enjoyed observing takeoffs
and landings for their spectacular visual merits. I, for one, did not fully
appreciate the intricacies and dangers involved. Following is an excerpt from
the introduction to a brochure made available
by the Midway's Public
Affairs Office entitled "A Guide to Carrier Flight Deck Operations."
(The "Guide" was consulted extensively in explaining functions of the
various flight deck crew later in this section.)
|
"An aircraft carrier's flight deck has been
called the second most dangerous place on earth to work, and rightly so. [A
strong claim for first most dangerous place would be
a crab fishing ship, in winter, in the Bering
Strait.] As many as 44 aircraft and 200 men are crammed onto
little more than four acres of hardened steel armor plate. Searing jet
exhaust can cook a man or blow him overboard.
At times the air is so hot that he can't breathe.
Jet intakes can pull a man off his feet and devour him. An unwary sailor can
fall prey to a spinning propeller's razor-sharp, invisible
arc. On the flight deck men move in many different directions in what appears
to the uninitiated observer to be
chaotic.
|
|
"Yet nothing is as organized as the flight deck of a
US Navy carrier. It's like an orchestra, with each section devoted to
performing a part of the overall symphony of carrier operations . . .."
|
I heard some horror stories during my tour on the Midway. However,
the stories all took place at another time and location. One of the two most
memorable accounts was about
an officer who got sucked into a jet's intake but
was able to hook his hands and feet around the
engine's housing. The other concerned a sailor who accidentally was sprayed
with aviation jet fuel. The officer survived his ordeal, blind
but alive. The enlisted man was not so lucky.
The fuel on his clothing ignited and due to the invisible
nature of the flame he was not aware of the fact until it was too late.
Preventing FOD (Foreign Object Damage) was
something for which we were all responsible.
Crew members anywhere near the flight deck
could not wear hats except secured helmets such as those worn by
flight deck crew. Precautions were strict, and men were constantly on the
lookout for anything that might be ingested
into an engine. Even small objects like bolts,
screws, washers, etc., could cause severe damage to a jet engine. Loss could
include multi-million-dollar aircraft and human life.
FOD Walkdowns were mandatory before,
between and after flight operations. A line of
men extending from port to starboard across
the flight deck would walk the length of the ship watching for and extracting
all foreign objects. Unfortunately, one
variety of FOD could not be controlled by
a Walkdown, birds.
One Midway airman, Gary Schreffler, explains how a momentary lapse in attention
resulted in his receiving the well-earned call sign Chaff Dog.
The remainder of this section will be
devoted to explaining flight deck operations. Since different colored jerseys
were worn to denote varying flight deck crew functions, I will place each
color's abbreviation
in parentheses. The following chart shows the colors.
|
(Bl) =
|
Blue jersey
|
|
(Br) =
|
Brown jersey
|
|
(Gr) =
|
Green jersey
|
|
(Pu) =
|
Purple jersey
|
|
(Re) =
|
Red jersey— Some of these men were members
of ship's crew with Weapons Department.
|
|
(Wh) =
|
White jersey
|
|
(Ye) =
|
Yellow jersey
|
Below were the different types of aircraft found in the Midway's
plane contingency:
-
|
Sea King Helicopter (SH-3G) Seaking call sign "Angel." It was the first
aircraft launched and the last recovered, being
the primary planeguard.
|
-
|
E-2B Hawkeye or "Frisbee."
This twin-engine, turboprop plane was
launched next after the helicopter. It used an Airborne
Tactical Data System (ATDS), which was linked to the ship's Naval Tactical
Data System (NTDS) to extend fleet radar. The Frisbee
also used its electronic equipment to provide command and control functions
for all Air Wing missions.
|
-
|
RF8 Crusader. This plane was used to carry out photo
reconnaissance missions.
|
-
|
"Easy Way Airlines" was the C-1A Trader detachment,
also known as the COD for Carrier Onboard
Delivery, that used a twin-engine, conventional
plane that had to be refueled ashore, since
the Midway did not carry fuel for non-jet engines. The plane would be
used in logistics, mail and cargo flights. En route to Westpac in 1971 the Midway
was advised that, henceforth, all CVAs were to base
a CIA plane. Ours came out of the air base
at Da Nang, Republic
of South Vietnam, and returned to NAS (Naval Air Station) Alameda with the
ship.
|
-
|
A-7B Corsair II. Midway's primary attack plane.
Each could carry five tons of ordnance at a time.
|
-
|
A-6B Intruder. The Intruder could strike in any weather
condition day or night. It could lead other planes on low visibility
missions and provided them with in-flight refueling service.
|
-
|
F-4B Phantom II. Phantoms were used for Combat
Air Patrol, escort and even strike missions, plus they were used to protect
the carrier task force against hostile aircraft.
|
The air wing was a terrifically lethal weapon. In 1971 her planes delivered 37,000
bombs as part
of 10,000 tons of ordnance dispensed. Conspiring to do the most damage were CIC
(Combat Information Center), CATCC (Carrier
Air Traffic Control Center), Pri-Fly (Primary Flight
Control) and the bridge. Information gathering
and target vectoring ensured that most of the payload was not wasted.
It was essential that flight deck operations should be
as synchronous as a well-oiled clock. The air "Boss" directed all
aspects of flight deck operations from Pri-Fly, Midway's
control tower. This included maintaining radio contact with aircraft. He also
had phone contact with the Landing Signals Officer (LSO),
Air Operations, bridge and Flight Deck
Control. The "Boss" directed all takeoffs, landings and aircraft deck
movement and associated evolutions. He used the 5MC (flight deck public
address system) to direct and coordinate operations.
Some Midway
flight deck and island pictures.
The Flight Deck Officer (Ye) directed, planned and oversaw the parking and
security of all aircraft, mobile fire fighting
and ground support equipment on the flight deck. His responsibility
also included the security and training of all associated personnel. His
division included all aircraft directors, plane handlers, tractor drivers,
elevator operators and crash and salvage personnel plus his administrative
staff.
The Flight Deck Chief (Ye) was responsible
for "calling the deck" during flight deck operations. He had to make
split second decisions when sorting and prioritizing aircraft on their way to
the catapults and positioning the aircraft after landing. All
flight deck personnel keyed on this man.
The Aircraft Handling Officer (ACHO) (Ye) was the parking lot attendant. The
"Handler" directed all movement of aircraft on the flight and hangar
decks from Flight Deck Control. Additionally, he maintained a running
maintenance status of every aircraft on board,
including its weapon systems. The latter was done through liaison with the
Weapons Department, AIMD (ship's maintenance department that also repaired
planes), Supply Department, Air Operations, and Strike Operations Officers. Due
to limited space on the flight deck and hangar deck he also coordinated all
space allocation between other departments
plus the use of the three aircraft elevators.
Weapons Department personnel armed 500 pound bombs
to be carried, while the pilots were below
being briefed
on a forthcoming mission. When ready, these bombs
were taken to the flight deck via the munitions' elevator. Ordnance Handlers
(Re), or "B-B Stackers," moved ordnance and loaded it onto the
aircraft. They also removed unspent ordnance from returning planes.
|
Bomb loaders
and flight deck crew normally worked fourteen-hour days, seven days a week.
|
The Explosive Ordnance Disposal Officer and crew (Re) disposed of, disarmed
and neutralized defective ordnance. Their jerseys had "EOD" on front
and back. The Ordnance Officer (Re) was
responsible for the safe movement, handling
and loading of aircraft ordnance. His jersey had a black
stripe and "SAFETY" written on both
front and back. If a plane to be
launched or recovered had passengers or cargo to be
loaded or unloaded, this would be coordinated by
the Air Transport Officer (ATO) (Wh). Any refueling needed would be
carried out by the Aviation Fuels Crew (Pu) or "Grapes." They pump jockeyed the aircraft
using sixteen fuel access stations located around the flight deck and five
stations on the hangar deck.
The Crash and Salvage crew (Re), or flight deck fire department,
were always on hand. They operated the fire-fighting, foam delivery tractors
and "Tillie," the crash crane. Their jerseys had
"Crash/Salvage" on the front and back.
Augmenting Crash/Salvage were the medical crew (Wh with a large red cross front and back),
who provided immediate medical assistance/treatment to any flight deck
personnel casualties. Safety Officer and crew (Wh) were responsible
for the general safety of flight operations, ensured all activities were
executed according to established safety
procedures.
The pilots boarding the planes were the
product of hundreds of hours of training and experience in launch and recovery,
both on land and on ship, in daylight and at
night. These fellows were a different breed of
animal, and some were from another planet. I recall watching two pilots on the
KMID/TV broadcast "Forum" one
evening aboard ship. One pilot seemed in
control and reserved, but the other was pure
excitement, fresh from the kill. He exclaimed that dropping bombs
on targets at night was the ultimate in exhilaration. Approximately in his own words, and referring to the different lighted dials
on his control panel, "It's like playing a pinball
machine! Only much more exciting!" Especially
appealing to this particular fellow was the ability
to detect heat on the ground produced by an
engine or the like using the plane's infrared equipment. Then this pilot
gleefully would bomb
the hell out of "Charlie," who believed
he was safe in hiding. I didn't object to the
technology as much as to the attitude.
Each plane had both a pilot and a
navigator, while some newer ones had a third person to man the ECM (Electronic
Counter-Measures) equipment. The ECM provided radar for the plane plus radar
and high frequency transmission jamming against the enemy. Our planes were more
than adequate for their tasks, unholy as these may have seemed to many of us.
The planes, when not in use, were mainly stored on the flight deck. The
hangar deck was reserved for planes being
serviced by the maintenance crew (Gr). Aircraft Handling Crew and Chockmen
(Bl) were responsible
for handling planes, chocking the wheels, and chaining unused aircraft to the
flight deck. They also operated the handling equipment including tractors and
electrical power units on the flight deck. Squadron Plane Inspectors (Wh) were responsible
for physical safety and inspection of aircraft. The green helmeted
"Inspectors" were identified by the black
and white checkerboard pattern on the front
and back of their jerseys.
Repaired planes that were ready for combat
were returned to the flight deck from the hangar deck by
way of one of three elevators conducted by
Elevator Operators or "EOs" (Bl with white helmet). Not long after I departed the ship
for the states in September, 1972, a fellow
was caught between the edge of the hangar deck
and the edge of an elevator. He was working on the stuck elevator when suddenly
it lowered. I do not know whether the man involved was an "EO," but
I do know (without getting sickeningly graphic) that he was killed.
All planes were situated on the aft flight deck, at the start of a launch
cycle, according to the Flight Deck Officer's and Aircraft Handling Officer's
specifications. While the Handling crew maneuvered each jet into its slot,
Plane Captains (Br) ensured their respective squadron's aircraft were properly
inspected and serviced, done pre-flight, post-flight and during turnaround.
Plane Captains were also responsible for the
cleanliness and corrosion control of their aircraft and for supervising ground
starting procedures.
Pilots and navigators manned and started each plane, while Squadron
Inspectors and Plane Captains carried out any last minute checks. The flight crew
went through its own checklist before launch,
establishing positive radio communications
with Pri-Fly. Meanwhile, the Helicopter LSE (Gr) directed the two planeguard
helicopters' takeoffs with visual hand signals. When the planes were ready to be
moved, there were two options. The Aircraft Handling Crew could pull them using
flight deck tractors according to Flight Deck Chief hand
signals. Otherwise, the pilots could "jet propel" the planes
according to hand signal instructions from Plane Directors (Ye). The Plane
Directors keyed off the Flight Deck Chief's signals.
The ship's captain would turn the bow into
the wind and have the ship's engines operating at high speed by
the time the planes, pilots, Pri-Fly, CIC, CATCC, and
flight deck crew were ready. Facing directly into the wind, and at high forward
speed, the ship was as steady in the water as possible.
This increased wind velocity for launching and subtracted
from aircraft speed during recovery cycle. Now the flight crew launched the
extremely odd-looking "Frisbee." It
received its nickname because of the large,
flat, Frisbee-shaped radar attachment disk
that hovered above it horizontally, affixed to
a platform over the craft's beam.
Once the helicopters and "Frisbee,"
or Hawkeye, were up, planes were brought
forward in launch order. The Catapult Officer or "Shooter" (Ye with
green helmet) was responsible for the entire
catapult crew, weight verification and Catapult Capacity Selector Valve (CSV)
settings. He checked each aircraft before it
launched for proper flight configuration, saluted the pilot and signaled the
Deck Edge Officer (Gr) to "fire" the
catapult. Helping the Catapult Officer were the Center Deck Operator (Gr) and the Weight Board Operator (Gr).
The Center Deck Operator communicated with catapult control relaying aircraft
type, gross weight and the side number, and
assisted in selection of Capacity Selector Valve (CSV)
settings. Each plane required a different catapult setting based
on weight. The Weight Board Operator verified the aircraft's gross weight with
the air crew as a final check before launch.
The Bow Safety Man (Gr) had to signal that the
forward portion of the ship was clear of FOD and personnel before
launch could take place. Also signaled was that he had switched launch hardware
either to the "shuttle," for nosegear
launch bar aircraft, or the
"spreader," for bridle equipped
aircraft. Next the Hook Up petty officer (Gr)
attached either the plane's launch bar or bridle
to the catapult's shuttle or spreader configuration.
Now the plane was ready for takeoff. The JBD (Jet Blast Deflector) Operator
(Gr) would raise the jet blast
deflector shield from the flight deck directly behind
the plane to reduce jet blast danger to crew
and planes aft. The CSV would then be
set appropriately before the catapult fired in
response to a signal from the Catapult Officer. Resulting was a cloud of vapor
from 17,000-plus psi steam pressure whipping the
plane down a track and into the air off the forward flight deck like a stone
ejected from a sling shot, assisted all the way by
the plane's screaming jet engines. Finally, the jet blast
deflector would lower and the next plane move forward according to hand signals
from a Plane Director.
Thus it would continue repeatedly, and not necessarily one launch at a time.
There were two catapults, and normally both
would be used simultaneously. Meanwhile, each
helicopter circled its respective side of the ship out of the planes' flight
path. The launched jets, now governed by Air
Traffic Controlmen in the "control tower" (Pri-Fly), would buzz our
Destroyer Escort in formation until the complete contingent was airborne.
Then the bombers,
laden with their lethal loads, and the fighters, armed with offensive guns and
air-to-air missiles, would be off on their
mission.
Return to the ship was helped by radar, UHF
beacon and voice communications. The Landing
Signals Officer, or "LSO" (Wh), ensured each aircraft
remained within safe parameters during landing approach through radio communications
and light signals. His station was port side aft, and he initiated the wave-off
of aircraft outside the safe landing envelope. Before each landing the Deck
Checkers (Gr) would make sure the landing area was
personnel and FOD free, and the arresting gear wires were in proper position
for aircraft recovery. Simultaneously the Arresting Gear Officer, or
"Hook," (Ye with Green helmet) would ensure that the proper weight
was set in the arresting gear engines for each aircraft (each had a special
maximum trap weight). The "Hook" was also responsible
for the general safety of the arresting gear crew and stood on the starboard
side across from the Landing Signals Officer.
Landing, itself, was viewed as a "controlled crash." When the
pilot received a "go ahead" signal from the LSO,
he would lower his landing hook and make his approach toward the aft flight
deck. The landing portion of the flight deck angled in such a way as to free
the launch area for plane storage, respotting (moving
planes to pre-determined positions), refueling, munitions loading or unloading,
repairs, continuous launching, or a combination
of these. The plane would come in at approximately 110 MPH
and attempt to snare one of three arresting gear wires (cables)
stretching across the landing path from port to starboard.
While the plane hit the flight deck the pilot maintained full power in case he
missed the cable and boltered,
requiring him to re-enter the landing pattern and try landing again. If the
catch were good, the arresting gear mechanism would go from zero to full
resistance within a matter of yards, when the plane would be
stopped (arrested).
A landing completed, the Deck Edge Operator (Gr)
located in a nearby catwalk would retract the
arresting gear wire. Hook Runners (Gr) ensured the
wire remained in the landing area during retraction using a five-foot steel bar.
They also made sure that all wires were taut and rested atop bow
springs. The springs kept the wires up and off the deck to be
snared by the next plane's landing hook. Now
the newly landed plane taxied out of the landing path following instructions
from a Plane Director. One astonishing aspect of each landing sequence was that
all steps would happen in a matter of seconds. Then the Arresting Gear Crew
would be ready for the next plane, also in a matter
of seconds.
Launch/recovery cycles would take place day or night, rain or shine. The
only things that would stop them while we were on the line were a cease fire, bombing
halt, Ropeyarn Sunday, or the weather was so rough as
to make flight operations especially dangerous. Upon occasion I would venture
out onto the ship's island in the evening between
launch and recovery cycles. The evenings were always muggy, even late at night.
I would look out toward shore across the blackness
and see momentary silhouettes of land against a background
of intermittent lightning.
Copyright 1992, 1998 Charles W. Paige
Continue on to Of
Men, Morale and Morals or Go back to Radio
Last modified: Sunday September 9,
2019
Home or Return to the top or Go to table of contents (non-frame)

Free counters provided by
Honesty.com.