AIRCRAFT I HAVE FLOWN
Prior to 1958, the only aircraft I had flown was a United Airlines Douglas DC-3 (as a passenger) on a round-trip flight between Omaha and Des Moines, then in 1957, a United flight on a DC-6 to Norfolk. The next time I flew was in 1958. In the NROTC program, the second summer “cruise” was a combination Marine Corps and aviation orientation. The aviation portion was about three weeks long in Corpus Christi, Texas. What a great place to spend some time. Most of the aviation training was classroom lectures and flight physiology. We each had two flights - one in the P-5M “Marlin” patrol sea plane and the other in the F-9F “Cougar” fighter.
The Martin P-5M “Marlin” flying boat was powered by two Wright R-3350 radial engines. It was 100 feet in length with a wingspan of 118 feet and had a typical crew of eleven (11). The take-off weight was 85000 lb, maximum speed was 250 mph, ceiling was 24000 feet and it’s range was slightly more than 2000 miles. Primary mission of the P-5M was anti-submarine patrol, but it was being phased out for the newer P-2V. It was said for the P-5M you “Take off at 50, cruise at 50 and live to be 50.” The aircraft had removable wheels, which were installed after landing so the aircraft could taxi up the ramp to park. On my flight we were flying well out in the Gulf of Mexico and got to take the controls for a short time. The crew demonstrated dropping flares and sonobuoys, then made a shallow dive firing rockets. When our plane developed a serious problem (never was explained to us what that problem was), we descended as low as we could - very near the water. We opened all the hatches and were told that if we heard an explosion, jump out. Eventually, we landed in the water and taxied the rest of the way back to base. We made it back with no further incident.
The Grumman F-9F “Cougar” was used extensively in the Korean conflict in the 1950's and also saw duty with the Blue Angels flight demonstration team. The aircraft was powered by a Pratt & Whitney J48 engine producing over 7,000 lbs of thrust with speeds in excess of 640 miles per hour. Armed with 2 x 20mm cannons and underwing/fuselage provisions for ordnance ranging from bombs to air-to-surface rockets, the Cougar was a light attack strike fighter and capable dogfighter that could undertake carrier-based or land-based operations. Later versions of the Cougar were equipped with very early versions of the ultimately successful AIM-9 Sidewinder air-to-air missile. It’s dimensions were Length: 44.42ft, Width: 34.51ft, and Height: 12.24ft. Maximum speed was about 650 mph and it had a range of 1000 miles. Service ceiling was 50,000 feet. In addition to the 20mm guns and Sidewinders, the Cougar could carry up to 2000 lbs of external ordinance (bombs).
Before we could fly in the F-9, we had to undergo special training in the classroom. There was an ejection seat trainer, which simulated the “kick” when ejecting from the aircraft. A seat was mounted on rails and when you pulled the ejection handle, you were fired up about ten feet on the rails. We also had to undergo training in the pressure chamber to learn the oxygen system. The instructor pilot lead us around for the preflight inspection and flew us to the operating area. Then I was given some “stick” time on the controls, at first just trying to keep the plane straight and level. After trying a few turns, the pilot let me do some rolls and other mild maneuvers. This was great fun and definitely was the highlight of the summer of 1958.
The Beechcraft T-34 “Mentor” was the aircraft used by the Navy for primary flight training at Saufley Field in Pensacola, Florida. Powered by a Continental 225 horsepower engine, it’s top speed was about 190 mph and it cruised at 170 mph. It was an excellent aircraft for learning basic flying skills before moving on to more advanced aircraft.
Before any flight training, we had to complete preflight training. Ground school and physical training was intensive. We had classes in mathematics, physics, aeronautical engineering, theory of flight and general Navy orientation classes. Physical training consisted of wrestling, self-defense, sit-ups, push-ups, trampoline, rope climbing, parachute landings, etc. The culmination was the obstacle course. We also had extensive survival water training, having to demonstrate three swimming strokes (side, breast and crawl) and to tread water for 30 minutes. We jumped off a 20 foot tower to learn procedures for jumping off a ship and did a burning oil swim, where you swim under water and then splashed the burning oil away to surface for air. Everyone had to pass the Dilbert Dunker-water crash simulator. It was a cockpit like cage mounted on a 25 foot ramp. The cage slid down the ramp into the water, then flipped upside down and sank. It was disorientating and taught you how to know up from down under water.
My first flight in the T-34 was June 12, 1961 and the last was August 2, 1961. Before any flights, we were expected to memorize the procedures for each maneuver we would do on any flight. During the first eleven flights we practiced takeoffs and landings, at an outlying field, and stalls and unusual attitude recoveries. My instructor was Lt Edgar. The twelfth flight was the “safe-for-solo check flight by a special instructor. Mine was Lt Lashbrook. After demonstrating all the maneuvers we had learned, we made several landings and takeoffs at the outlying practice field. When the instructor thought you were safe, he had you make a full stop landing, and he got out and said good luck. The date was July 21, 1961. I made a successful takeoff, turned downwind, and landed. After picking up the instructor, we returned to Saufley Field and had the traditional first solo “photo op”. That same afternoon, I was assigned another aircraft and made my first solo flight, which lasted 1.3 hours, mostly doing touch and go landings at an outlying field.. At that time I had a total of 16 flight hours. What an experience. In the next phase of training, in addition to takeoffs and landings, we practiced more stalls, spins, steep turns accelerated stalls, and were introduced to acrobatics, including aileron rolls, wingovers, barrel rolls, loops, Immelmans, grave yard spirals and half-Cuban eights. We also practiced no power “dead stick” landings at a grass field. After the solo flight, we alternated flights with an instructor and as a solo. The final flight was a check flight by Lt Kline. The precision acrobatics stage was easily my favorite, until carrier qualifications later in my training. I finished primary flight training with twenty-three (23) flights for a total flight time of 29.8 hours, and 92 field landings.
The North American T-28B “Trojan” was the aircraft used for intermediate flight training. Powered by a 1425 hp R-1820 Wright Cyclone engine, the Navy version had a 10 foot 1 inch three blade Hamilton standard propeller. There were cowl flaps to control engine temperatures. It had an under-fuselage speed brake. The T-28 had a wingspan of 40 feet 7 inches, an overall length of 32 feet 11 inches and a takeoff weight of about 8000 pounds. Maximum speed was just under 350 mph and service ceiling was 37000 feet. Two models were used during intermediate training - the T-28B and the T-28C. The “C” model included a tailhook system and was used primarily for carrier qualification training. It was a fun airplane to fly and could be used for almost any flight maneuver.
T-28 training was at Whiting Field, a short distance from Pensacola. As usual, before flight training, there was intensive ground training. Courses included engines, hydraulics, aerodynamics, airframes, electrical systems, instrument procedures and regulations and flight procedures. We also had training in night vision and vertigo. Signals at night were passed with flashing lights, so we learned Morse code. The flight schedule was training in nearly all phases that we would use throughout our Navy flying career. There were nine transition flights for (11.8 hours) practicing takeoffs, landings, and stalls, 17 precision acrobatic flights (21.5 hours), 12 basic instrument flights (15.8 hours), 8 radio instrument navigation flights (14.9 hours), three night flights (5.1 hours), 15 formation flights (34.7 hours), 5 gunnery flights (7.7 hours) and 13 field practice carrier qualification flights (9.3 hours). We learned how to control the fuel mixture, propeller pitch and throttle, depending on the flight envelope at the time. We also had to monitor, and control, carburetor air temperature. In addition to the aerobatic maneuvers practiced in the T-34, we began practicing recoveries from spins. The T-28 spins could be very intense, especially if it went progressive, reversing spin direction. I felt privileged to be cleared for practicing spins on my solo flights. My love of spins later lead to my nickname of “spin.”Formation flying was a completely new flight evolution and, at first, stressful, having been taught to stay away from other aircraft. Now we would begin flying within a few feet of one or more aircraft. After a few flights, learning to see and control relative motion, I became comfortable. It was very rewarding after you got the hang of it. Most of our flights after this stage of training were conducted in formation. We had five air-to-air gunnery flights, shooting at a banner towed by another aircraft. We weren’t very good, but it did give us a chance to maneuver the aircraft in different attitudes. This was also a new flight maneuver. Our first instrument training was in old flight simulators, called “blue boxes”. They were cockpit sized and mounted on a basic motion system that rotated and pitched up and down somewhat. We learned instrument scan, practiced instrument approaches and radio instrument navigation. We then flew hooded in the backseat of the T-28. We practiced all phases of basic instrument flying, including flying with needle and ball ,only, after main gyro failure. We then went on to radio instrument navigation training, using radio beacons, VOR’s and the new TACAN systems. For us, the TACAN was amazing because it provided distance as well as bearing. These flights qualified us for a basic instrument rating which was need for to fly at night. The first night flight was an orientation flight with an instructor, primarily to get accustomed to flying with less visual references, and to practice night landings. The night VFR navigation flight proved to be very interesting. There was a set route that we all would fly after being launched a couple minutes apart. Some students managed to get lost immediately. Others landed ahead of aircraft that started earlier, having passed them in flight. I completed basic training in the T-28 Trojan aircraft at Whiting Field 19 February 1962 after 82 flights for 120.8 flight hours, and 176 field landings (12 at night). I completed 12 instrument approaches during that phase and 67 practice carrier landings at the field. The USS Antietam was not available for actual carrier landings, which normally are the conclusion of basic flight training. It was very disappointing not to get to go to the carrier. That would have to wait. After completion of the T-28 syllabus, we had an opportunity to request jets, attack props, patrol, or helicopters. Ground school and flight grades were used to assign pilots. My grades were high enough that I pretty well was guaranteed my first choice. I requested the AD attack aircraft and was chosen. I was excited to be assigned to Skyraider training, and many flight students were envious. The AD was being replaced by the A-4 “Skyhawk” and was the last of it’s type. I proceeded directly to VT-30 at Corpus Christi, Texas for advanced flight training.
The Douglas AD-6/7 “Skyraider” (later renamed the A-1H/J) was conceived and built in the closing years of World War II and served extensively in Korea and Viet Nam. It was the last of the piston powered attack aircraft. Powered by a Wright R3350 “cyclone” twin row 18 cylinder supercharged radial engine, rated at 2700 H.P., with a four-bladed prop, the Skyraider was 38 feet-10 inches long, with a wing span of 50 feet. Water injection was available to increase maximum manifold pressure. Maximum speed was 322 mph and it cruised at 198 mph. Landings, with full flaps, were made at about 100 mph, depending on weight. Range was 1316 miles and the service ceiling was 28,500 feet. The aircraft had four 20mm guns in the wings and could carry up to 8000 pounds of external ordnance, including bombs, torpedoes, mines, rockets and gun pods. There were three fuselage stations and twelve wing racks. It could carry anything that could be attached to the wing racks (and did.). Dive brakes were mounted on both sides, and the bottom of the fuselage, permitting near vertical dives. A gunsight was mounted on the instrument panel. Whenever pilots gather, tales unfold recounting the legendary feats of the “Spad” during it’s service in war and peace. It was an amazing close ground support aircraft.
All Skyraider training was conducted by VT-30 at Corpus Christi Naval Air Station. There was extensive ground school, covering all aircraft systems, such as engine, prop, electrical, hydraulic, air frame, and weapons. Flight procedures and regulations, emergency procedures and aerodynamics were also covered.. My ground school grades were near record and made the base paper. The first ten flights were in the T-28 and included instrument training, night flights, and one flight to simulate the AD Skyraider flight characteristics. This was necessary because all the AD aircraft were single seat and the first flight would be solo. I accumulated 20.3 hours in those ten flights in the T-28.
The first time in the cockpit of the AD was learning to start the engine and taxiing to the runway. The engine was known for difficult starts. The following illustrates the starting procedures for the R3350 engine, modified slightly for levity:
Starting procedures for the 3350 radial engine on an AD-6/7
Drain both the sumps. Look out the left side of the oily cockpit canopy and notice a very nervous person holding a huge fire bottle. Give th start signal to this person.
1. Crack throttle about one-quarter of an inch.
2. Battery on
3. Mags on
4. Fuel boost on
5. Hit starter button and turn engine through four complete revolutions.
6. Begin to bounce your finger on top of the primer button. This requires finesse and style. The engine must be seduced and caressed into starting.
7. Engine begins belching, banging, rattling, backfiring and sputtering. Flame and black smoke from the exhaust shoots out about three feet. (Fire bottle person gets very pale and has the nozzle at the ready position)
8. When the engine begins to “catch” on the primer, move the mixture slowly to full rich, releasing the primer when the engine starts. The flames from the exhaust will stop and white smoke will come out. (Fire bottle guy relaxes a bit) You will hear a wonderful throaty roar that is like music to the ears. Enjoy the smell of engine oil, hydraulic fluid and pilot sweat.
9. Immediately check the oil pressure and hydraulic gages.
10. The entire aircraft is now shaking and shuddering from the torque of the engine and RPM of the prop.
11. Close cowl flaps to warm up the engine for taxi.
12. Glance around at about 300 levers, gauges and gadgets and then call the tower to taxi to the duty runway.
Taxiing was different because it was a “tail dragger” plane and you couldn’t see over the engine and cowling.. Continuous S-turns provided the clearance in front. When on the runway, you ran up the engine, checking manifold pressure, magnetos and oil pressure, released the brakes , then added full power to get the feel of the torque. Once up to speed to lift the tail wheel, you aborted the takeoff by pulling throttle to idle rapidly. The aircraft immediately would veer to the left and you had to apply hard right rudder to keep the aircraft pointed down the runway. It was a challenging experience, and I learned why you needed a strong right leg. Instructors and other pilots observed these “aborted” takeoffs to see which was most colorful and to catch any “ground loops. Takeoff procedures were not much different than what follows:
Take off in the AD-6
1. Check both magnetos
2. Exercise the prop pitch
3. Cowl flaps open.
4. Check oil temp and pressure.
5. Crank 6 degrees right rudder trim to help your right leg with the torque on takeoff.
6. Tell the tower you are ready for takeoff.
7. Line the bird up and lock the tail wheel.
8. Add power slowly because the plane (with the torque of the monster prop and engine power) definitely wants to go left).
9. NEVER add full power suddenly! There is not enough rudder in the entire world to hold it straight.
10.Add more power and shove in right rudder till your leg begins to tremble.
11.Expect banging and belching as you roar down the runway at full power.
12.Lift the tail and when it “feels right” and pull back gently on the stick to get off the ground.
13.Gear up
14. Flaps up
My first AD Skyraider flight was 2 April 1962 and my training was completed with my last flight 27 June 1962. During that time I had 52 AD flights for 109.6 hours. I accumulated 140 field landings, 82 field practice carrier landings, and 10 carrier landings on the aircraft carrier Antietam. All flights in the AD were solo in a single-seat aircraft. This was an airplane that was actively flying in the fleet. It was a “tail-dragger” aircraft so some of the landings were very colorful. If you landed wheels first, the aircraft would begin porpoising down the runway. Every flight was different and great - loved it all. Since it was solo, first flight was in loose formation. Instructor pilot, in a chase plane, dropped all but one aircraft over a landmark to orbit while he had another pilot practice basic stall maneuvers and practice landing patterns. Another pilot then took that place until all had passed . We then proceeded to home field for our initial landing. Again, instructors and other pilots lined the hangar windows to observe the first landings, which often were “forgettable.” Flights after that included basic flying skills, stalls, accelerated stalls, spin recovery, acrobatics, basic and radio instrument training and night flying. Remember that all flights were solo, so spin recoveries were practiced with no instructor help. Snap rolls are unique to propeller aircraft with powerful engines. Power was reduced to landing power settings, aircraft was set up in a simulated landing turn, then you raised the nose to approach a stall. At that time, full power was applied rapidly. The aircraft would snap roll to an inverted attitude. Low-level navigation “sandblowers” were practiced for the first time and knew I was going to like this flying business. We also had practice bombing flights, dropping 25# MK 76 bombs, and air-to-air gunnery practice. The culmination of training was carrier qualification. After many flights practicing carrier approaches at an outlying field, came the big day. June 27, 1962, I proceeded to the USS Antietam, making two touch-and-go landings and eight arrested landings. On July 2, 1962, I was designated Naval Aviator #19049.
I finished flight training in less than 14 months (18 months programmed). I had a short time at home and then headed for California in my red Pontiac and all my necessary possessions. I was assigned to VA-122 for post-grad training in the AD before assignment to VA-145. The trip from Council Bluffs to Moffett Field in Mountain View, California took only 2-1/2 days. I had my first experience with California rush hour traffic when I arrived in the Bay area. Intelligently, I proceeded south on the west side of the bay.
Post-Grad flight training in VA-122 mirrored the training in VT-30, but, of course, more advanced. My first flight was August 7, 1962. “Sandblower” minimum altitudes were reduced to 500 feet over land and 200 feet over water. We made one weapons deployment to NAS Fallon, Nevada to complete our Attack Weapons Delivery Pilot qualifications. Weapons training was greatly expanded to include air-to-ground gunnery (strafing) and live heavy ordinance drops. We also practiced close air support, rescue missions and nuclear weapons delivery procedures. Carrier qualifications were on the carrier Hancock off the coast of Hawaii, where I learned some of the advantages of going to sea in ships- you get to visit places like Waikiki. For the first time, I qualified for night carrier landings. At night, there is frequently little visual reference for aircraft attitude. It is stressful and takes every bit of skill you can muster. I logged ten day and eight night carrier landings, plus six catapult launches, on the USS Hancock. My last flight at VA-122 was January 31, 1963.
My Skyraider flying continued when I joined the fleet squadron, VA-145, stationed at Naval Air Station Moffett Field, Mountain View, California. Proficiency training continued and became intense as deployment approached. During my tour with VA-145, I made two deployments to the western Pacific, both on the USS Constellation. Also made six other shorter at sea training cruises, one on the USS Yorktown. The first cruise was peacetime, staying very close to the published schedule of at sea times and port calls. The second cruise became a combat cruise, when we participated in the first retaliatory strikes against North Vietnam, described in a later chapter. My last “Skyraider” flight was November 8, 1965. I finished the AD portion of my flying with 1183 AD flight hours, 105 of which were under instrument conditions, 594 field landings, and 202 carrier arrested landings. All the carrier landings were on the USS Constellation, except for 18 on the USS Hancock, 8 on the USS Yorktown and 5 on the USS Ranger.
I have great memories of the time and hours I spent in the “Skyraider.” It was a powerful airplane, that was fun, yet challenging, to fly. It didn’t have all the modern computer and navigational aids. Weapons were aimed and fired using a manual bomb site. Mil settings for each type weapon and dive angle had to be computed. Navigation was done on a maneuvering board, using time and heading, and computing wind visually. Carrier landings were best, but flying low level navigation “sandblowers” was a great challenge to a pilot’s skill. In combat, it could survive a lot of battle damage and could stay on target a long time. I flew search and rescue (SAR) missions, close air support for ground forces, bombing missions and escorted helicopters. I was fortunate to have some great instructors in VT-30 and VA-122, and fellow pilots and mentors in VA-145. Our squadron had great pride in our skills and prodded others to achieve more.
Someone (anonymous) wrote the following description about flying the AD.
1. Once your reach altitude which isn’t very high (about 8000 feet) you reduce the throttle and prop to cruise settings.
2. The next fun thing is to pull back the mixture control until the engine just about quits. Then ease it forward a bit and this is best mixture.
3. While cruising the engine sounds like it might blow or quit at any time. This keeps you occupied scanning engine gauges for the least hint of trouble.
4. Moving various levers around to coax a more consistent sound from the engine concentrates the mind wonderfully.
5. At night or over water a radial engine makes noises you have never heard before.
6. Looking out of the front of the cockpit the clouds are beautiful because they are slightly blurred from the oil on the cockpit canopy.
7. Seeing lightening in the clouds ahead increases the pucker factor by about 10.
a. You can’t fly high enough to get over them and if you try and get under the clouds----you will die in turbulence.
b. You tie down everything in the cockpit that isn’t already secured, get a good grip on the stick, turn on the deicers, tighten and lock your shoulder straps and hang on.
c. You then have a ride that exceeds any “terror” ride in any amusement park ever built. You discover the plane can actually fly sidewise while inverted.
8. Once through the weather, you call Air Traffic Control and in a calm deep voice advise them that there is light turbulence on your route.
9. You then scan you aircraft to see if all the major parts are still attached. This includes any popped rivets.
10. Do the controls still work? Are the gauges and levers still in proper limits?
Some observed differences between round engines and jets
1. To be a real pilot you have to fly a tail dragger for an absolute minimum of 500 hours.
2. Large round engines smell of gasoline (115/145), rich oil, hydraulic fluid, man sweat and are not air-conditioned.
3. Engine failure to the jet pilot means something is wrong with his air conditioner.
4. When you take off in a jet there is no noise in the cockpit.
5. Landing a jet just requires a certain airspeed and attitude---at which you cut the power and drop like a rock to the runway. Landing a round engine tail dragger requires finesse, prayer, body English, pumping of rudder pedals and a lot of nerve.
6. After landing, a jet just goes straight down the runway.
7. A radial tail dragger is like a wild mustang---it might decide to go anywhere. Gusting winds help this behavior a lot.
8. You cannot fill your Zippo lighter with jet fuel.
9. Starting a jet is like turning on a light switch---a little click and it is on.
10. Starting a round engine is an artistic endeavor requiring prayer (holy curse words) and sometimes meditation.
Following my tour in VA-145, I was ordered to VT-9 at Naval Air Station Meridian, Mississippi as a flight instructor in the T-2 “Buckeye.”
The North American T-2 Buckeye” aircraft was the Navy’s intermediate jet trainer, operating at Naval Air Station Meridian, Mississippi in two squadrons, VT-7 and VT-9. The Buckeye was 35 feet 8 inches long with a wingspan of 38 feet 2 inches and two place cockpit. The General Electric J85 turbojet engine provided 2950 pounds of thrust, Maximum speed was 521 mph and the service ceiling was 44,400 feet.
I was assigned as a flight instructor in VT-9. From January 1966 to December 1968, I accumulated 1721 flight hours, 66 instrument flight hours and 697 field landings. I qualified for a “green card” special instrument rating while in VT-9 and received an award for completing 1500 flight instructor hours with no accidents. When I checked in to VT-9, there was some apprehension on the part of the jet pilots about a “prop” pilot instructing students how to fly a jet. Actually, flying a jet is much simpler than an AD. Things just happen a little faster. You don’t have to worry about fuel mixture, propeller pitch, torque, carburetor air temperature, and managing engine temperatures with cowl flaps, all while flying in formation. The T-2 was a tricycle gear aircraft, so taxiing was easier-no “S turns.” With an angle of attack indicator, landings were a matter of maintaining the correct attitude and controlling altitude with power.
As a flight instructor in training, it was much the same as being a student at the start. Ground school covered all the aircraft systems, flight procedures and regulations. Because of the altitudes flown by jets, it was required to have pressure chamber training. We also had night vision training, vertigo training and ejection seat training. Initial training consisted of basic flying skills and landings, precision acrobatics and instrument training in the front seat.. The next stage was instructor training. Flying in the back seat, you had to demonstrate each and every flight procedure and maneuver, all while describing the actions. This was preparation for flying with students. The last flight, before you could fly with students, was called the “idiot flight.” The instructor in the front seat intentionally made all the mistakes a student might make, including things like trying to raise the landing gear before you were safely airborne. You were expected to record all the mistakes and the debrief the “student” and explain all the mistakes. After twenty flights, I was considered safe to begin flying with students. My first student was Ensign Mullaney. I got him successfully through training with no unsatisfactory flights.
While flying student flights, my own training continued with flight in instrument stages, night flying, and formation flying, all designed to get qualified for instructing students in those stages of flight training. We typically flew three or four flights each day. After two years, I began training the new instructor pilots, just as I had been trained. This was not as stressful, but was challenging. Eventually I was assigned to fly the “idiot flights,” which was great fun.
I had one “incident” while assigned to VT-9. Flying in the back seat, with a student in the front, we were preparing to land at home field (NAS Meridian). The suddenly went full left. According to emergency procedures, that was an uncontrollable situation, which called for ejection. We were in the landing pattern at an altitude less than safe ejection envelope. I applied full right rudder and safely landed the aircraft. My house of flying in the AD had strengthened my right leg enough to be able to override the full left rudder.
I learned a lot about precision flying during this tour, and I am sure that helped me during my final flying days. After three years, I received orders to VA-147 at NAS Lemoore, California via VA-122 for training in the A-7 “Corsair II.” My last T-2 flight was December 4, 1968.
The TA-4 Skyhawk was a standard A-4 with an extra seat added for the flight instructor. Flown by VA-125 at Lemoore, California, pilots ordered to training in the A-7 Corsair II received ten instrument flights before starting A-7 training, because there were no two-seat A-7'. During the ten flights, I accumulated 18.6 hours of flight time, 17 hours of instrument time, and 30 instrument approaches, all from January 21 - 31, 1969.
The Ling-Temco-Vought A-7 Corsair II was a carrier-based subsonic light attack aircraft introduced to replace the United States Navy's A-4 Skyhawk, initially entering service during the Vietnam War. The Corsair was later adopted by the United States Air Force, the Air National Guard, Greece, Portugal and Thailand. The A-7 airframe design was based on the F-8 Crusader produced by Chance Vought. It was one of the first combat aircraft to feature a head-up display (HUD), an inertial navigation system (INS), and a turbofan engine. There were three wing stations on each wing capale of carrying multiple bomb racks. There were two fuselage sidewinder racks.The A-7's integrated weapons computer provided highly accurate bombing with CEP (circle error probability) of 60 ft regardless of pilot experience. When the inertial systems were “tweaked”, the CEP was often less than fifteen feet for experienced aviators. The A-7 offered a plethora of leading-edge avionics compared to contemporary aircraft. This included data link capabilities that, among other features, provided fully "hands-off" carrier landing capability when used in conjunction with its approach power compensator (APC) or auto throttle. Other notable and highly advanced equipment was a projected map display located just below the radar scope. The map display was slaved to the inertial navigation system and provided a high-resolution map image of the aircraft's position. Moreover, when slaved to the all-axis auto pilot, the inertial navigation system could fly the aircraft "hands off" to up to nine individual way points. Typical inertial drift was minimal for newly manufactured models and the inertial measurement system accepted fly over, radar, and TACAN updates.
VA-122 at NAS Lemoore, California was the training squadron for the A-7. When training was completed at this squadron ,a pilot was qualified in all missions of the A-7 aircraft. These included day and night attack, search and rescue, surveillance, and in-flight refueling. As usual, ground training was intense. Classes were conducted in all aircraft systems, including airframe, engine, flight controls, hydraulics, electrical, weapons, oxygen, ejection seat, communications, navigation and flight instruments. Ground training included the ejection seat simulator, pressure chamber check with pressurized oxygen and flight simulator instrument training. Other courses included flight operating procedures and regulations and safety and emergency procedures.
Training began in the A-7A/B, but as they became available, I phased in to the A-7E because my future squadron, VA-147 would be changing to that new aircraft. Flying characteristics were similar, but there were major differences in the weapons and navigation systems, as well as a new TF-41 turbofan engine. As in the AD, there were no two seat aircraft, so all flights were solo. First flights were orientation flights, with standard flight characteristics, approaches to stalls, landings and precision acrobatics. Night flying was introduced early, as well as basic instrument training flights under the hood. Low level “sandblowers” were easier than in the AD’s because of the inertial navigation system and the map display, as well as terrain following radar. Minimum altitudes, for training, were 500 feet over areas of population, 200 feet in remote areas and 100 feet over water. As before, this type flying was challenging, and I loved it. Flights we trained for were to takeoff, then go “hooded” to fly a high altitude leg, then going visual and descending to 500/200/100 feet, as appropriate. We then navigated at low level, avoiding populated areas and simulated radar sites, to a target area, where we dropped a practice bomb. The goal was to hit the target within 30 seconds of planned time. Surprisingly, that was doable.
Something new, to me, was in-flight refueling, commonly referred to as “tanking.” The A-7 had a fueling probe on the starboard (right) fuselage, just below the canopy, which was extended for fueling. The tanker aircraft flies straight and level and extends the hose/drogue which is allowed to trail out behind and below the tanker under normal aerodynamic forces. The pilot of the receiver aircraft extends his probe and uses normal flight controls to "fly" the refueling probe directly into the basket. This requires a closure rate of approximately two knots in order to establish solid probe/drogue couple and pushing the hose several feet into the tanker’s fueling store. Too little closure will cause an incomplete connection and no fuel flow (or occasionally leaking fuel). Too much closure is dangerous because it can trigger a strong transverse oscillation in the hose, severing the probe tip. Another significant danger is that the drogue may hit the recipient aircraft and damage it. Instances have occurred in which the drogue has shattered the canopy of an aircraft, causing great danger to its pilot. The optimal approach is from behind and below the drogue. Because the drogue is relatively light and subject to aerodynamic forces, it can be pushed around by the bow wave of approaching aircraft, exacerbating engagement even in smooth air. After initial contact, the hose and drogue is pushed forward by the receiver a certain distance (typically, a few feet), and the hose is reeled slowly back onto its drum in the tanker aircraft. This opens the tanker's main refueling valve allowing fuel to flow to the drogue under the appropriate pressure to the receiving aircraft.
During the attack phase of training, we practiced dive bombing, level low level bombing, straffing, rocket attacks and loft runs. We trained for close air support and dropped live ordnance on ground targets. Search and rescue operations were also practiced, including finding a pilot on the ground and escorting rescue helicopters.
The A-7E had a radar that was used for radar controlled bombing missions. Training for the radar and mission was conducted in a T-39 aircraft before actual flights in the A-7. The T-39D aircraft was a low-wing, twinjet, radar-navigational trainer manufactured by North American Aviation, Inc with the axial-flow engines pod-mounted on the fuselage rear section.
Propulsion: Two Pratt & Whitney J60-P-3A engines
Length: 44 feet
Height: 16 feet
Wingspan: 44 feet 4 inches
Weight: 20,000 lbs.
Airspeed: 500 miles per hour
Ceiling: 43,100 feet
Range: 1,505 nautical miles, Maximum
Crew: 3
Armament: None
As usual at the end of training, there was carrier qualifications, both day and night. Field carrier landing practice (FCLP) was practiced at Lemoore or an outlying field, usually Crow’s Landing. This was used because it was very dark in the valley and was closer to what it would be like on the carrier. During this phase I completed 89 FCLP landings and 15 carrier arrested landings on the USS Constellation. After one last landing, as I was catapulted, the canopy blew off and hit the vertical tail of my aircraft, pushing the tail back about five degrees and causing a severe pitch up. Luckily, I was able to keep the aircraft under control and brought it around for an arrested landing. There was serious damage to the aircraft tail section.
My last flight at VA-122 was July 28, 1969. Following completion of training in VA-122, I reported directly to VA-147, located in an adjoining hanger at Naval Air Station Lemoore, and continued flying the “Corsair II.”
During my tour with VA-147, I made two cruises to the Western Pacific. The first on the USS America and the second on my old friend the USS Constellation. Most of our flights were in support of operations in Vietnam. Combat flights were primarily bombing on tactical positions, with some close air support, photo recon escort and rescue patrols. The A-7E was a great flying machine. The avionics systems were far advanced beyond most aircraft at that time. My last flight in VA-147 was May 6, 1972. My next duty station was VA-122 as an A-7 flight instructor.
Having spent three years as a flight instructor, being assigned to VA-122 to train fleet pilots to fly the A-7 mission was an easy transition. After a short indoctrination period, I began immediately to fly training flights. Two and a half years later, November 5, 1974, I flew my last A-7 flight. ,I finished my A-7 flying with 1082 hours, 742 field landings and 308 carrier landings.
While stationed at VA-122, I was assigned to help set the specifications for a new flight simulator for the A-7E. Traveling several times to Dallas, Texas, then to England and Germany, I flew in four flight simulators to experience the motion and visual systems. They included the 747, L1011, Jaguar and Harrier. The L-1011 simulator was programmed to simulate spins. Probably no airline pilots ever got to spin the L-1011.
My last flying was in the C-1A “Trader,” while assigned as Carrier Air Traffic Control Officer on the USS Enterprise. The C-1 Trader was a nine-seat transport used as a Carrier On-board Delivery (COD) aircraft, It was powered by two 1,525-hp Wright R-1820-82WA Cyclone 9-cylinder radial piston engines with wing span of 72ft. 7in., length: 43ft. 6in. And height: 16ft. 7in. Maximum takeoff weight was 29,150 lbs. I only had a few flights before operational necessity grounded me.
Flying was my life work for quite some time. The rewards of performing difficult missions cannot be described. Although very challenging, and sometimes dangerous, carrier landings made it all worthwhile. At times, I was pushed to the limit of my skill, but the training received by the Navy always came through. Teaching others to fly as a flight instructor was especially rewarding. I wish I could have continued flying longer and accumulated more time that what I did, as follows:
AIRCRAFT PILOT TIME INSTRUMENT TIME LANDINGS CARRIER LANDING
T-34 30 00 92 00
T-28 237 54 297 00
AD 1183 105 594 202
T-2 1721 66 697 00
TA-4 19 17 00 00
A-7 1082 215 742 308
C-1 15 2 2 00
TOTAL 4287 459 2424 510
