“CARRIER BIBLE”
Contributed by Stew Zink
(And prepare yourself to explain the many nuances of this text and to all landlubbers and USAF ’10,000-foot runway’ pilots)
1. In the Beginning, God created the heavens, and the Aircraft Carrier, and the seas upon which to float it; and yet there was complete Darkness upon the face of the earth. And, as we traveled, there came to us, as a voice out of the darkness, an angel of the Lord, saying, "On centerline, on Glideslope, three quarters of a mile, call the bail." I reflected upon these words, for I was still yet engulfed in complete darkness. With deep feeling and doubt overwhelming my countenance, I glanceth towards my companion at my right hand and saith, "What seeth thou, trusted friend?," and there was a great silence. Gazing in a searching manner and seeing naught, I raised my voice saying, "Clara ……"
2. And God spoke to me, and He said, "You're low … power". As the Lord saith, so shall it be, and I added power; and lo, the ball riseth up onto the bottom of the mirror. But it was a tainted red glow, and surely indicateth Satan's own influence. And God spoke to me again saying, "Power … Power … Power !!! … fly the ball." And lo, the ball riseth up and off the top of the lens, and the great darkness was upon me.
3. And the voice of the Angel came to me again, saying, "When comfortable, twelve hundred feet, turn downwind." Whereupon I wandered in the darkness, without direction, for surely the ships radar was beset by demons, and there was great confusion cast upon CATCC, and there was a great silence in which there was no comfort to be found. Even my tacan needle spinneth … and lo, there was chaos; my trusted companion weepeth quietly unto himself and from close behind I heard weeping and gnashing of teeth of our flock. There was a great turmoil within my cockpit for a multitude of serpents had crept therein.
4. And though we wandered, as if by Providence I found myself within that Holy Corridor, and at twelve hundred feet, among my brethren seeking refuge; and the voice of the Angel of the Lord came to me again, asking of me my needles, and I raised my voice saying, "Up and centered", and the voice answered, "Roger, fly your needles … " I reflected upon these words, and I raised my voice in prayer, for though my gyro indicateth it not so, surely my aircraft hath been turned upside down. Verily, as Beelzebub surely wrestled with me, a voice, that of my trusted companion, saith to me calmly, "Friend … fly thy needles, and find comfort in the Lord." And lo, with deep trembling in my heart, I did, and He guideth me to centered glideslope and centerline, though I know not how it came to be.
5. And out of the great darkness, God spoke to me again saying, "Roger ball" for now I had faith. And though the ball began to rise at the in close position, my right hand was full of the Spirit, and it squeeketh off power and as in a great miracle my plane stoppeth upon the flight deck, for it hath caught the four wire which God in his infinite wisdom hath placed thirty feet further down the flight deck than the three wire.
6. And thus bathed in a golden radiance from above, our pilgrimage was at an end, and my spirit was truly reborn. And as I basked in the rapture, God spoketh to me one final time, and He saith, "Lights out on deck … " (AMEN!)
"EVERYTHING WAS HANGING DOWN"
The air group (CAG-2) from the USS Midway (then CVB-41) conducted a simulated strike on Hamburg, Germany. Midway was configured then as a straight deck. On that day, 22 September 1952, she was sailing in the North Sea, on Operation Main Brace. The air group featured Corsairs, Skyraiders, Banshees, and the ancillary radar guppies.
The simultaneous strike on Hamburg went well, meaning all arrived at about the same time, with the Ads in steep dive bombing runs, the Corsairs in more shallow glide bomb runs, and the Banjo's intermingling as they saw fit. There were no collisions, but of course plenty of close calls. The air group then joined up, flew to Denmark and landed for refueling.
Takeoffs from Denmark were orderly, with all in sequence, ADs last. Half way across Denmark, on the way to Midway, the Skipper's wingman's AD started to show an oil leak. "Pressbox 502, you have a small oil leak." "Roger." A few moments later: "Pressbox 502, the oil leak is increasing." "Roger." A few more minutes pass. "Midway, this is Pressbox 502, I have an oil leak and request a straight in approach, when you have a clear deck." A few moments. later Midway replies: "You are cleared for a straight in approach." "Roger."
The AD came equipped with dive brakes, big hydraulically-operated panels on each side of the fuselage, and one on the bottom. Landing with the dive brakes open was a no-no, since the bottom one extended below the line of the main landing gear and the tail wheel. Pressbox 502 started his straight in approach to Midway from 3000 feet, dive brakes open, flaps down, landing gear down, hook down. Everything was hanging down.
The Landing Signal Officer was on station, the barrier was erected, and the approach continued without mirror. Midway made good knots, the dive brakes were closed just prior to ramp crossing, and the number 3 wire was engaged successfully. The engine was shut down immediately, the tow bar was attached, and the Skyraider was towed to the elevator for the trip to the hanger deck. There, the JG deplaned and headed to Ready Room 4.
The oil tank was found empty, but when refilled, no damage to the engine could be detected, and 502 (BuNo 128950) continued to fly with the same engine for the remainder of the cruise.
This is claimed as the first successful jet approach (without mirror or angled deck) by a propeller-driven aircraft. Fortunately, it was daytime and the weather was nice.
“IT WAS A STUNNING SET OF CIRCUMSTANCES”
Six hundred hours plus, into a career of more than 5000 flight hours, the Ensign and his buddy, AI, volunteered for duty in or off Korea. The time frame was July 1950, and the Ensign and Lieutenant (junior grade) were pilots in an attack squadron, VA-25, stationed at NAF Oceana, flying Skyraiders (now A-Is). At that time, their nom de plumes were AD-Is through 4s, driven by the huge R-3350 engine.
Orders to ferry two AD-3s to NAS Alameda, CA, came a week later, and the Ensign and JG were so ordered, both assuming this was the "go" for Korea. Getting personal affairs in order and saying "so long" to buddies and girl friends, the two intrepid aviators were soon airborne on their way to NAS Quonset Point to pick up the AD-3's. MCAS Cherry Point was the next destination, then Lawson AFB, NAS Hensley, Biggs AFB, EI Toro, then finally NAS Alameda. There weren't any TACAN stations in those days ... one had to get and be able to read maps and find things.
At Alameda there was confusion after landing, due to the fact "new orders" were issued. The intrepid two were told to get a ride to NAF Litchfield Park, find two FG-lD Corsairs (you know, the bent wing type made by Goodyear), and ferry them to NAS Jacksonville.
This was a stunning set of circumstances) but they stiff upper lipped it. It seemed the French needed the two birds (after overhaul, of course) in French Indochina. A strange place called Dien Bien Phu needed defending.
Swallowing their disappointment, the crestfallen bummed a ride to the Litchfield airplane "bone yard," and were told which two bent wing sets were theirs. The aircraft inspections were mostly limited to dusting and blowing off sand to find gages, controls, and other parts that maybe should be there. Amazingly, with some electrical help, the two engines started, permitting a long test flight for each.
So, in reverse it was Biggs, Hensley, Barksdale AFB, then NAS Pensacola. The landing at Chambers Field ... coming in over the Admirals' housing in a Corsair … was somewhat of a hairy thing with a resulting hard landing by the Ensign. An inspection revealed no damage.
The next flight leg the following morning was from Pensacola to Jacksonville. Preflight checks, turn ups, and takeoffs were without problems. But, half way to Jacksonville things began to happen to the Ensign's steed. The landing gear fell out of their wing wells, and the flaps sagged a bit as the hydraulic pressure dropped to zero. A real pickle, but there should be an air bottle under the left side of the pilot's seat. This bottle, if filled, can blow the landing gear all the way "down and locked". Investigation of the bottle's status needs to proceed very soon.
The Ensign's left hand immediately seeks the air bottle's valve handle. Found! Now to turn the handle. Several attempts are made. The left hand isn't strong enough, or age and desert have frozen it. So, one has to get two hands on the valve handle and try again. But, the FG-ID doesn't have a floor below the pilot's seat, and seen well below are the bilges ... the bottom of the fuselage. The control stick is about five feet long.
The Ensign explains to the JG that climbing down the stick is in order. The JG promises to tell the Ensign when the stick really needs to be pulled aft in order that a dive earthward doesn't occur, and flight pay continues to be paid. The Ensign then shinnies down the stick into the bilges, gets two hands on the bottle's valve handle, and BOOM! Down and locked go the gear, and orders are received to immediately pull aft on the stick.
The climb back up the control stick and onto the pilot's seat is accomplished with amazing alacrity, the aircraft is re trimmed, and both intrepid pilots began breathing normally. Jacksonville is called to ready their chain gear (arresting gear), and the Ensign's bent wing takes the chain gear without fault, ending an exciting flight. Things do work. Even with these Corsairs (probably), the French lost. The Ensign found out about that many years later, in Viet Nam.
“EVERYTHING WAS HANGING DOWN”
The air group (CAG-2) from the USS Midway (then CVB-41) conducted a simulated strike on Hamburg, Germany. Midway was configured then as a straight deck. On that day, 22 September 1952, she was sailing in the North Sea, on Operation Main Brace. The air group featured Corsairs, Skyraiders, Banshees, and the ancillary radar guppies.
The simultaneous strike on Hamburg went well, meaning all arrived at about the same time, with the Ads in steep dive bombing runs, the Corsairs in more shallow glide bomb runs, and the Banjo's intermingling as they saw fit. There were no collisions, but of course plenty of close calls. The air group then joined up, flew to Denmark and landed for refueling.
Takeoffs from Denmark were orderly, with all in sequence, ADs last. Half way across Denmark, on the way to Midway, the Skipper's wingman's AD started to show an oil leak. "Pressbox 502, you have a small oil leak." "Roger." A few moments later: "Pressbox 502, the oil leak is increasing." "Roger." A few more minutes pass. "Midway, this is Pressbox 502, I have an oil leak and request a straight in approach, when you have a clear deck." A few moments. later Midway replies: "You are cleared for a straight in approach." "Roger."
The AD came equipped with dive brakes, big hydraulically-operated panels on each side of the fuselage, and one on the bottom. Landing with the dive brakes open was a no-no, since the bottom one extended below the line of the main landing gear and the tail wheel. Pressbox 502 started his straight in approach to Midway from 3000 feet, dive brakes open, flaps down, landing gear down, hook down. Everything was hanging down.
The Landing Signal Officer was on station, the barrier was erected, and the approach continued without mirror. Midway made good knots, the dive brakes were closed just prior to ramp crossing, and the number 3 wire was engaged successfully. The engine was shut down immediately, the tow bar was attached, and the Skyraider was towed to the elevator for the trip to the hanger deck. There, the JG deplaned and headed to Ready Room 4.
The oil tank was found empty, but when refilled, no damage to the engine could be detected, and 502 (BuNo 128950) continued to fly with the same engine for the remainder of the cruise.
This is claimed as the first successful jet approach (without mirror or angled deck) by a propeller-driven aircraft. Fortunately, it was daytime and the weather was nice.
“Must Have Been a Shortage of Applicants”
I believe I hold several Aviation Midshipmen records.
In my SENIOR YEAR IN HIGH SCHOOL I could claim the following:
A. Most countries lived in: 2
B. Most states lived in: 2
C. Least time spent in high school as a senior, yet the most high school diplomas awarded: 2
And the SUMMER FOLLOWING HIGH SCHOOL:
A. The most countries overseas visited as crew with ship cargoes of livestock: 2
B. Most services belonged to at one time: 2
All the above occurred prior to reporting for duty as A/S, V-5, USNR at the University of Texas, Austin.
Highlights of these seemingly outrageous claims follow:
Left Eugene, OR, in May '45 for Washington, DC. Dad had just returned to the U.S. after two and a half years of North African, Sicilian, and French overseas wartime U. S. Army duty. September '45, off to Mexico City for six weeks, Dad consulting. Then to Tulsa, OK, to Tulsa Central High School, in November, as a senior. Signed up for the UNRRA (UN Restoration and Rehabilitation Administration) program. Churches would provide livestock to repopulate war torn Europe, Merchant Marine would provide ships, high schools would provide kids for crew. Next, in February '46, moved to Dallas, TX, and Sunset High School. Dad asked if I wanted to fly Navy airplanes? Sworn in as Apprentice Seaman, V-5, USNR on 11 June 1946. (Must have been a shortage of applicants.) Received two high school diplomas, one each from Tulsa Central and Sunset.
Reported aboard the Victory ship Battle Creek Michigan at Newport News, VA, at the end of June. Served as Seaman Apprentice, Merchant Marine, helping tend three ship holds of cattle, 700 total, with bulls and heifers carefully segregated in different holds. Sailed to Piraeus, Greece, where the Greeks turned loose the cattle on the pier, unsegregated. Quite a sight, lots of sounds too. Returning to Newport News, helped load and tend 600 horses bound for Gdansk, Poland. In Gdansk, two of us get robbed by two Soviet soldiers with AK-47s. Afterwards, always remembered what Dad said upon returning from WWII: "Watch out for the Russian Bear." In September, still age 17, reported to the University of Texas V-5 Unit.
Received honorable discharge from the Navy effective 1 July 1975. Received DD-2I4 with honorable discharge from the Coast Guard for service in the Merchant Marine during the official WW II time frame, in September 2008. Never found out if the Navy knew about the Merchant Marine service.
Class:
Pensacola Preflight Class 5-48