Checkride!

As flyers one thing we always had to deal with was a checkride. My first checks were in Nav School on the T-29. If all went well, it was straightforward. That was the operative phrase—all went well.   Sadly, for me and others, all did not always go well.   Imagine a clown car filled with 12 clowns, all attempting to leave the car simultaneously. Imagine 12 navigator students trying to use the drift meter, take their fixes, plot them, and keep ahead of the aircraft. The lead instructor would later say it was “all asses and elbows” as we attempted to do what we had learned on the ground in the air. Doing a mission was far different in the air as the plane encountered turbulence and was buffeted from side to side. 

T- 29 Flight line Mather AFB 1971

Asses and Elbows, that about summed it up, and it was often the instructor’s apt description of how we performed. The name of the game was keeping ahead. Anything could sabotage that effort. A math error in computing the speed, a math error in applying drift, getting to the drift meter too late, finding the town or lake you were looking for had moved behind the aircraft, or a combination of these things. It was almost impossible to catch up if you got behind or misidentified a city or other geographical feature.These first missions were a constant game of catch-up for me and others. I was always slightly behind, finding and correcting errors in my computations. There was a lot to do, to do quickly, and to do accurately.  

Having learned the basics of DR navigation, we moved on to the next training phase: using a radar target to establish a fixed position. The target might be a town, lake, mountain, or other geographic feature. With the drift meter, we could see the feature. On the radar, we saw only the ghostly outline of it coming down the radar scope. Radar took some getting used to, but we became proficient at using it after about eight flights. At least, I thought I was.   My first check ride came in what was to be the most straightforward training phase, and I failed it. I cannot remember why; it may have been due to any of the issues I mentioned, or it may have been an instructor navigator who was a harsh grader. From 50 years out, it is hard to recall, but I suspect it was the latter rather than the former, as several people he graded failed. It was my last check ride failure; I was determined to do better in the future. I did; I passed my retake and moved on. I was lucky as some students at this point washed back to another class ending up in the limbo of casual status. How we would do in the air was hard to determine. The pressure was always on, and things were getting more challenging and complicated. Some students went through these early flights and decided to call it quits—they were SIE—self-initiated eliminations. 

That was my first checkride; over the next six months, I improved and did much better.

So much so that by the time I was due for my final checkride at nav school,  I was confident in my abilities as a navigator and ready for the test ahead.   This test of a combined nav check used all that I had learned:  dead reckoning, radar, and celestial on a cross-country mission. I would be the only navigator in charge of all that would happen. There would be an instructor navigator who would observe my performance and grade me. So on the last week of June 1972, I had my final checkride in the T-29. It involved an all-day flight from Mather along a prescribed route to Hamilton AFB near San Francisco, a stopover, and a return to Mather.   In effect, there would be two three-hour legs. I would demonstrate my skills as a navigator and be graded on my abilities.   

Interior T-29

I arrived at mission planning and met my IN.   He looked familiar, but I couldn’t quite place him. I did all the planning, briefed the crew, went to the plane, and flew the mission. All went perfectly, I was at the top of my game.   Only on the way back to Mather I realized who the IN was. I had gone to college with him. When I was a freshman in ROTC, he was one of the seniors leading the detachment.   After we debriefed and he critiqued me, I told him we had gone to college together.   It was a nice moment to share this news of our common time at Hobart, a small men’s college in upstate NY.    

Ahead lay survival school and my first aircraft assignment.  I had filled out my dream sheet putting the F-4 Phantom as my first choice.   My chances of getting it seemed small; then, I began to hear that many of the men at the top of the class had put down SAC assignments to avoid going to South East Asia.  When the rankings were released, I got my Phantom.  I would be going to George AFB in August 1972 to become a back seater – A GIB – Guy in the Back. Having demonstrated my skills on the final check ride, I would never do most of them again.

One thing for sure, I would always have check rides; but seldom would they be given by someone I knew in College. Indeed it was a special moment ending my time at Mather.

________________________________________

For more stories, see my newly published memoir of flying Fighter “Gator

Available on Amazon or directly from the publisher at https://store.bookbaby.com/book/fighter-gator

Posted in Air Force, Air Force lingo, American History, F-4 Phantom II, Mather AFB, Navigator, Navigator Training | Tagged , , , | Leave a comment

On Being a Fighter Jock

In his excellent biography, Robin Olds ponders what it means to have the Right Stuff. He looks back at his time in World War II and the men he flew with. Olds understands that flying a fighter is more than just piloting it. Likewise, Colonel Steve Ladd (USAF, ret.) in his book — From F-4 Phantom to A-10 Warthog: Memoirs of a Cold War Fighter Pilot –– also notes that there are fighter pilots and only men who fly fighters. This was a lesson I, too, learned in my six years in the backseat of the F-4.  You can fly in a fighter, but it takes a lot more to be a Fighter Jock, whether Fighter Pilot or Fighter ‘Gator.

When we entered F-4 upgrade training, we quickly adopted the stance of a fighter jock and began to use many of the phrases that most would recognize:

A hostile aircraft–a “bandit.”
Bought the farm–plowing any aircraft into the ground, a.k.a. augured in.
Tango Uniform–Tits Up when something on the bird had died.
Sierra Hotel–shit hot.
Whiskey Tango Foxtrot (What the F)
Gear Up, Flaps Up, Lunch Up!
One pass haul ass— and many, many more.

That was in training; it was a very different world when we went to combat. We were still men who flew the F-4. We were not yet Fighter Jocks. We new guys had come were proficient but not yet adept at what we were doing. We crewed with more experienced men. We had to learn from them and grow in flying skills and abilities. They did not give trust easily—just because you joined a group. You needed to work to earn your place in a combat unit. In combat, trust is essential to do your job right. To do it right requires that one fully understand the commitment in three words: Duty, Honor, and Country. These words, not the phrases above, define the true fighter jock and separates him from simply someone who flies a fighter.

Before I entered flying, I had no idea of what duty meant. To me, it seemed duty meant showing up for work daily. I learned that duty meant something more subtle: dedication. Going through F-4 training was one of the hardest things I ever did. I quickly learned that I had to work hard. I had to commit to it in a way that I had not previously experienced in the air force or college. Now my whole life revolved around becoming a WSO in an F-4. I had to do it. I had to make it. To succeed required taking the hard path. Duty then meant not only dedication but work. Work: duty equaled hard work. There is no coasting in combat. No taking the easy way. No giving up. Every time I went up in the F-4 over Cambodia, there was the chance I would not come back. In the short time, I flew combat, my life changed. It defined who I was. I was indeed a fighter navigator—fighter ‘gator. Combat made me a better person; I was doing the job I chose to do. No one forced me to go to the F-4, and I went there with my eyes open. This commitment is something I share with all the men, like Robin Olds, who went off in WWII to serve our nation.

Second comes honor. I have always thought of honor in terms of trust. You must be able to trust the men you serve with, and they must be able to trust you. It is as simple as that. I would not fly in an F-4 with a pilot I did not trust. That is the great gift of honor, the understanding that it is not me; we are in this together. We are a team built on trust.

Country may appear to be last, but it is equally essential in the trinity of values. I define country more broadly than a geographic area. For me, country means loyalty—loyalty to something bigger than oneself. Loyalty is the basis for all the actions that you do. Military members cannot pick and choose what they will do.

The three words: Duty/Dedication, Honor/Trust, and Country/Loyalty ground one. To be a true Fighter Jock, one must adhere to these values, and they guide one for a career and life.


In recent years I have begun to understand the tremendous trust my nation placed on me by allowing me to fly in the back seat of the F-4. It was more than being a good GIB and doing my job, and this trust demanded that I do it without reservation if I had to place my life in danger.

When folks ask me what it was like to fly in the back seat, I tell them: It was the highest honor a man could ever receive.   And that, in the end, was what being a Fighter Jock was all about.

______________________________________________________

For more stories of my time in the Phantom, see my new book

Fighter’ Gator – Available on Amazon in ebook or print, or from the publisher

https://store.bookbaby.com/book/fighter-gator


Posted in American History | 3 Comments

Fighters and Targets

In the fall of 1972, I arrived at Luke AFB outside Phoenix, Arizona. I joined several others from my nav class, assigned to the 310th Tactical Fighter Training Squadron, to transition to the back seat of the F-4. The F-4 Phantom II was the primary fighter of the Vietnam War. It had entered the inventory in 1964, so in 1972 it was still relatively new. It was a two-seat fighter, the pilot was the Aircraft Commander (AC) and the navigator—the GIB or guy-in-back, although our official title was Weapons Systems Officer (WSO).

We had experienced squadron instructors—F-4 fighter pilots and GIBS. Some of these men had flown more than 200 missions over North Vietnam. I would later learn that our squadron flight commander, Lt. Colonel Bob Pardo, had accomplished one of the most impressive feats of airmanship during the Vietnam War— Pardo’s Push. On March 10, 1967, Captain John R. “Bob” Pardo pushed his wingman’s damaged F-4 aircraft with his own damaged Phantom until they were out of North Vietnam airspace. The crews of both damaged F-4s ejected and were picked up by rescue helicopters. First, reprimanded for losing his bird, Pardo much later received the Silver Star for this extraordinary feat of airmanship. It was an honor to meet him.

Fighter pilots viewed themselves as the elite of the air force. Fighter pilots continually strove to do better. They trained to make their skills sharper. They were highly confident; they were always in control. They were competitive. I could go on, but I think you get the picture. One last thing, to a fighter pilot, any other aircraft was one thing: a target. They viewed combat as mano a mano. There was a mystique about flying a fighter aircraft going back to World War I. The blood of Eddie Rickenbacker, the WWI flying ace, flowed in their veins. If these men were the knights of old, we, as backseaters, were now their squires, and we had a great deal to learn.

We newly graduated navigators had always approached our work from the proposition that we had made an error that we needed to find and correct. Some folks called navs airborne bookkeepers as we were always engrossed in recording numbers into our logs to reconstruct the missions later, if required. We were, in many ways, the anti-fighter pilots: more introspective and detail-oriented; always ahead of the aircraft preparing for what was to come. Arriving at Luke and being trained this way, I found that I had to be more like a pilot. I needed to be confident and in control of what I did. I also had to be detail-oriented and aware of our environment, and knowledgeable in every aspect of the F-4; know how it flew and operated and how we would use the Phantom in combat.

And there were many new terms to learn:
Non-flyers were “ground pounders.”
A hostile aircraft–a “bandit.”
Speed brakes–“boards.”
Bought the farm–plowing any aircraft into the ground, a.k.a. augured in.
Bus driver–a pilot of any non-fighter–a tanker or bomber or cargo.
Bag–a flight suit.
RTU–Replacement Training Unit—Luke was an RTU Base training new GIBs/ACs.
Tango Uniform–Tits Up when something on the bird had died.
Sierra Hotel–shit hot.
Speed jeans–G-suit.
and many, many more


In the F-4, we–the AC/GIB team–worked in tandem the entire flight from takeoff to landing. In those pre-high-tech days, we needed a combination of skill sets. The fighter pilot brought one set, the GIB the other. Together, we worked in concert: a perfect melding of geometric, spatial, and analytical skills

Over the months ahead I would come to hone these new skills, skills that I would soon use in combat in Southeast Asia.

For more stories, my book Fighter “Gator is now available in an e book version as well as a paperback on Amazon and Barnes and Noble and other online sites Or order directly from the publisher at

https://store.bookbaby.com/book/fighter-gator

Posted in 13 TFS, 43 TFS, Air Force, Air Force lingo, American History, Arizona, Cambodia bombing 1973, F-4 Phantom II, F4 emergency, Fighter Aircraft, Fighter pilot lingo, Fighter pilot slang, Navigator, Veterans, Vietnam War | Leave a comment

Two types of flyers…

There was an old saying in the F-4 world: “There are two types of flyers, those who have been sick and those who will be.”

As our training continued, we moved into a lot of turning and violent maneuvering in the air. It was at this point that several of my contemporaries experienced extended bouts of air sickness. One friend told me that he had been sick on nearly every initial flight. We carried barf-bags, like those found on airlines, in our checklist bags if we were ill. But, some found it hard to get their masks off quickly enough in the throes of turning and maneuvering. Filling a mask was not a pleasant experience, nor was it acceptable to blow one’s cookies in the rear cockpit. The crew chiefs especially disliked this and made the GIB clean it up.

It did not help that GIBs had to crane their heads at impossible angles in many cases. If you had to check six—that is, look toward the Phantom’s rear—your head’s position affected your middle ear. If you had your head down in the radar, strange things were going on inside the ear canals, which affected your equilibrium.

If the Phantom pulled Gs, that could affect you. Since you often maneuvered at high speed, turning, or banking rapidly, sometimes pulling negative Gs, all these things could make you sick. The IPs had many theories on avoiding sickness. Some said it was a physical thing, and in time, those GIBs would get over it. Others told backseaters to ignore it. This advice did not seem to help those who got sick. Most of the time, the solution to being sick was to fly the aircraft. Once you had your hand on the stick, you quickly forgot about being nauseous.

We had a GIB who got sick all the time. He had not made too many friends as he exhibited a superior attitude. He had screwed up several times, but the worst thing was that he never took responsibility for his mistakes. It seemed he pissed off folks one time too many, and someone took a knife and cut through the bottom of all his airsickness bags. This sabotage was easy to do as all the aircrew gear hung on pegs in the life support area. The slasher had easy access to the publications bag that held his checklists and barf-bags. That day, the obnoxious GIB almost made it through the flight without getting sick.

The air was warm and heavy in the backseat, and the AC IP decided that he needed to practice touch and go landings. Around the sky, the F-4 drilled holes for about 20 minutes. Around and around, it went: going through the pattern, approaching the runway, putting down the gear, touching down, then hitting the burners, raising the gear, and taking off again.

The air in the back seat grew thicker and thicker, and the GIB knew that he would not make it. Aircrew etiquette dictated that if you were going to barf, you went cold mike. You turned off your oxygen mask mike so that the other crewmember would not hear it.

The frontseater immediately knew what was up when he stopped hearing the whoosh of oxygen in the back. He didn’t realize that the GIB was vainly in the process of trying to use the bottomless barf-bag. As he lifted the bag to his mouth, he released the contents of his stomach. Out it went all over his lap. It decorated the ejection seat. It coated the rear cockpit floor.

If the GIB made a mess, the GIB cleaned it up. The crew chief quickly reminded the young lieutenant of this when the F-4 taxied back into the parking area. Lesson learned the hard way. You are responsible for your actions in the backseat, good or bad. I was lucky as I did not get airsick, but there was of course the warning you will be. Not a cheery thought.

For more stories of my time in the Phantom, see my new book

Fighter’ Gator – Available on Amazon in ebook or paperback or from the publisher

https://store.bookbaby.com/book/fighter-gator

Posted in 13 TFS, 43 TFS, Air Force, Air Force lingo, American History, F-4 Phantom II, F4 emergency, F4 Phantom II, F4 PhantomII, Luke AFB, Thailand, U Dorn RTAFB, Udorn RTAFB, Veterans, Vietnam War | Tagged , | 1 Comment

More Random thoughts from The Pit – Phantom II

Some sayings from the past:

First to the runway is lead
F-4, the greatest distributor of MiG parts!
First in – Last Out
Brief on Guard
Go cold mike
Martin-Baker backbreaker
Balls to the wall
All I want to hear from you “2” is bingo (fuel expended need to return to base)
No alcohol within 12 feet of aircraft. Hmmm…maybe that was 12 hours of flying.
Whiskey Tango Foxtrot (What the F)
Gear Up, Flaps Up, Lunch Up!
One pass haul ass
In thrust, we trust
FFF- F’ it, Fly it, Fix it later
Do we count that as one landing or two?

JP4 jet fuel—to paraphrase the movie Apocalypse Now— there was nothing in the morning like the thick, oily smell of JP4 when we taxied out to the runway. It didn’t matter if one went 100 percent oxygen (O2); one could still smell it through the mask. Seldom hungover when I flew, I cannot imagine how it must have affected anyone who was hung and breathed in those heavy, nauseating odors. Even 50 years later, whenever I smell diesel fuel, I am immediately taken back to the F-4 and those long-ago taxi-outs.

Hero Photos —several men I knew had lots of hero photos taken of themselves to send home. For some reason, I never did, only a couple of shots. I mostly took pictures of other birds refueling and the Phantom with striking cloud formations. However, I did carry a Kodak Super-8 mm movie camera on some flights and filmed snippets of each mission to document what I did. Later I spliced these together into a 30-minute film to show what a combat mission was like. .

Combat: I have thought about combat now for nearly 50 years. I have worked through my mind my time in combat and read extensively about the experiences of others. It is hard to compare combat experiences. There are many commonalities, but every man has a different story to tell. There is an old saying about combat: “If you’ve been there, you understand; if you haven’t, I can never tell you about it.” One can look at the history of a battle but never really know what the combatants felt. One can attempt to bring logic to something that is, of itself, not logical. To the men in combat, the events are unclear, and what is happening defines them for the rest of their lives.

World War I British poet Siegfried Sassoon described combat in his poem The Dreamers this way:

Soldiers are citizens of death’s grey land,
Drawing no dividend from time’s to-morrows

To me, the first stanza always meant that in combat, there was only the moment to focus on—the past, the future held no sway.

In death’s grey land, there is a threshold that one passes over; sometimes, the return from that place is hard. Sometimes events and thoughts linger for years.

Nobody in his right mind longs for battle or sudden death.
But once you’ve trod the wild ways, you can never
get them out of your system.

George MacDonald Fraser
Quartered Safe out Here:
A Harrowing Tale of World War II

____________________________________

My book Fighter “Gator is now available in an e book version as well as a paperback on Amazon and Barnes and Noble and other online sites

Or order directly from the publishe

https://store.bookbaby.com/book/fighter-gator

Posted in 13 TFS, Air Force, Air Force lingo, Alaska, Alaskan Air Command, American History, Cambodia bombing 1973, F4 Phantom II, Fighter Aircraft, Fighter pilot lingo, Fighter pilot slang, Mather AFB, U Dorn RTAFB, Udorn RTAFB, Veterans, Vietnam War | 3 Comments

The Real Air Force

Way back in 1968, I was a very green second lieutenant with no real job assigned to a base in Washington, D.C.

One day a crusty old chief warrant officer. who had served in WWII, said to me: “This is not the real air force.”

Five years later, I found myself in the backseat of Phantom — the hottest fighter in the Air Force flying combat missions in Southeast Asia. If the air force’s motto was “To Fly and Fight,” then at least for the moment, this came closest to the Real Air Force. But was I?

I have thought about the Real Air Force for many years now.

When I was graduating from Nav School, some comments began to filter down that in the Real Air Force, navigators were not valued as much as pilots.

Now, I had been in a job in D.C. where the flying aspect of the air force mission was invisible, and it was clear that flying any day was better than sitting behind a desk for eight hours.

If some folks felt that as navs, they were second-class citizens, I had not experienced that yet. I worked extremely hard to earn my wings, overcome my poor mathematical skills, and learn to be careful, precise, systematic, and well organized. For me being a so-called second-class citizen was not an option.

From Mather, I went to Luke to upgrade into the backseat of the F-4 Phantom II. I spent nearly nine months there.

But were Mather or Luke the real air force? They were training bases with classes always coming and filling the SEA air war needs.

So I went to SEA in search of the Real Air Force. If the air force’s motto was “To Fly and Fight,” then Udorn in Thailand, at least for the moment, came closest to the “real air force.” And perhaps I then would finally be part of that ideal, but it had been a long path to get to this point.

At Udorn, I went into combat with the men of the 13 TFS — men who were the Real Air Force to me. My F-4 combat unit will always be special to me.

That said, it doesn’t matter though if one does not fly, all the men and women who serve make up the real Air Force. You worked hard to do your jobs. You learned your specialties. You served at remote locations, as I did. You were there in war and peace.

So I thank you all who have done your duty over the years, whether you were a supply clerk, crew chief, operations specialist, security police team member, doctor, nurse, or truck driver or worked in a chow hall. We who did the flying couldn’t have done it alone.

You folks are truly the Real Air Force.


For more thoughts on my 23 years of service, see my new book Fighter Gator. Available now on Amazon, Barnes and Noble, and from the publisher. https://store.bookbaby.com/book/fighter-gator

Posted in 13 TFS, Air Force, American History, F-4 Phantom II, Fighter Aircraft, Luke AFB, Mather AFB, Thailand, Veterans, Vietnam War | Tagged | 2 Comments

Thoughts from the Pit Part Deux

More Thoughts from the Pit

Flight Surgeons: The Docs were great, never met one that didn’t look out for the best interest of the jocks. Two things to remember though: you never told a Doc that you passed out. That was an immediate grounding. My son-in-law’s brother told one that he had passed out when undergoing a pilot flight physical in college – BOOM, out of the program. Second never volunteer information (this also applied to an IG visit). Not necessarily lie to the Doc but don’t tell him things he didn’t need to know.

Wing Weenies and Crew Dogs: Half the time I flew the backseat of the Phantom I was a Crew Dog, in the trenches with the rest of the guys, flying combat missions or sitting alert. Half way through my time in Alaska, I became what we called a “Wing Weenie.” I moved up to a position on the DO’s staff and became attached to the F-4 squadron. That meant I flew with the squadron, no longer pulled alert, and often flew on weekends to get my requirements.

Bold Face tests: The most critical emergency procedures were designated “boldface” because bold type highlighted them in our checklists. These we learned by heart. Instructors tested our knowledge of them weekly, and we had to write them verbatim from memory. Verbatim meant as they appeared in the checklist; even a misplaced comma counted as a failure.

Fighter pilots; They could not talk without using their hands. Invariably, the right hand became the F-4 and deftly demonstrated how to intercept the left. Almost every debriefing witnessed this phenomenon. This phenomenon became especially evident when pilots talked about BFM (basic flight maneuvers) and ACM (aerial combat maneuvers). They couldn’t describe a maneuver without using their hands. We GIBS got a big kick out of it.

Pecker or Peter Pocket: The survival knife pocket, a.k.a. the “Pecker Pocket,” on our flight suits’ leg. There was no need for it as our G-suits contained a survival knife. A pocket-less flight suit was a sure indicator that one was a fighter jock. Tearing off that pocket was a rite of passage.

Flight Pay and Combat: During the war, as a captain on flight pay, I had my base pay and made an additional $400 flight pay a month. Still, I was not rich; the combined income for my wife and me totaled about $11,000 after tax withholding. We each got about $460 a month, which she supplemented with pay as a substitute teacher. Her share did not include that princely extra $65.00 combat pay, which was not taxable, that went to me. Flight pay was called aviation incentive pay and not paid for flying. It was paid to ensure that all aviators were available and ready for flight duty no matter what staff position they might occupy. Thus a more senior officer would continue to receive this pay as long as he had flown a requisite number of years during his career. I continued to receive this pay as a lt. colonel in Washington even though I was not flying as I had fulfilled the number of years to meet my goals. Today the pay is about $1000 per month. This meant that my $400 in 1973 was about $2,300 in today’s dollars.

Blood Chits and Survival Vests: When we flew, we always wore a survival vest; these included survival radios and extra batteries, flares, a jungle tree lowering device (we had learned to use this at Clark), some extra food, and of course the blood chit. The chit was a small cloth with the American flag on it and the U.S. government’s promise, written in several languages, to pay anyone who assisted the downed airman in evading the enemy. Some jocks also planned to trade their gold or silver bracelets for their lives. And I must admit that thought was not far from my mind if need be. Yes, the idea was always there.

More stories about the Phantom and combat are in my new book Fighter Gator available on Amazon and Barnes and Noble or go to https://store.bookbaby.com/book/fighter-gator

Posted in 13 TFS, Air Force, Air Force lingo, Alaska, Alaskan Air Command, American History, Anchorage, Anchorage Alaska, Arizona, Combat, F-4 Phantom II, Fighter Aircraft, Fighter pilot lingo, Fighter pilot slang, Navigator, Navigator Training, Thailand, U Dorn RTAFB, Udorn RTAFB, Veterans, Vietnam War | Tagged , | Leave a comment

What the…

[The following blog post is rated M for mature audiences, it contains some language that may offend, but then again What the …]

As June 1973 began, I attended my first fighter jock party in a combat zone.

I wrote home a very censored letter of the events:

6 June 1973: Today is finally a day off–since I’ve been here, I flew five times in one week, so I needed a rest. I am still awaiting amended orders assigning me here. I can’t get my pay until I get them. We have been bombing Cambodia on most of our rides.

Last night the sq. had a going away party. A lot of people got thrown in the pool at the hotel downtown where it was held. I have been flying early mostly, up at 3:30 a.m. and down by noon or so if I am lucky. I still haven’t gotten my hold baggage, but they think it might be here this week.

That was my first Sawadee party for the 13TFS at Udorn RTAFB. Sawadee in Thai meant both hello and goodbye. So we said farewell to those leaving and hello to us new guys. I wore the new party suit I had gotten from the Maharajah. These parties were consummate fighter jock events. Many at this party were old heads who had flown combat in Linebacker II, over North Vietnam, during one of the worst years of the war.

The last jock dinner I attended was the formal dining-out at Luke. This dinner was raw and far from traditional.

In the minds of the old heads, all we newcomers were F’ing New Guys (FNGs), and they welcomed us as such. An old head got up and said, “Let’s welcome the F…ing New Guys.” And the crowd roared, “Hello A..holes.”

Then he said, “Let’s welcome the A..holes;” they responded, “Hello FNGs.” Then to complete the welcome, a volley of dinner rolls hit our table.

Fighter crews used the F word with great frequency. They had a mastery of it that utterly amazed me; they used it in every conceivable combination: noun, verb, adjective, adverb, and just for fun.

One of my favorites was: “He didn’t know the square root of F’all,” which, when applied to another jock, meant he didn’t know a lot.

In addition to expanding my swearing skills, I quickly picked up a whole series of new phrases, primarily funny, that few outside the fighter fraternity would understand:

First to the runway is lead
F-4, the greatest distributor of MiG parts!
First in — Last Out
Brief on Guard
Go cold mike
Martin Baker backbreaker
Balls to the wall
All I want to hear from you “2” is bingo (fuel expended need to return to base)
No alcohol within 12 feet of aircraft. Hmmm…maybe that was 12 hours of flying.
Whiskey Tango Foxtrot (What the F?)
Gear Up, Flaps Up, Lunch Up!
One pass haul ass
In thrust, we trust
FFF- F’ it, Fly it, Fix it later
Do we count that as one landing or two?
— and many, many more.

We began to talk the talk, but it would be a long time before we walked the walk. We new guys had come to SEA proficient but not adept at what we were doing. They crewed us with more experienced men. We had to learn from them and grow in flying skills and abilities. They did not give trust easily – just because you joined a group, you were not an insider. You needed to work to earn your place in a combat unit. In combat, trust is essential to do your job. We soon learned we had a long way to go.

_________________________________

For more stories, see my new book, Click the link below for more details:

Book Cover Image
Posted in 13 TFS, Air Force lingo, American History, Combat, F-4 Phantom II, F4 emergency, F4 Phantom II, F4 PhantomII, Fighter Aircraft, Fighter pilot lingo, Fighter pilot slang, Thailand, U Dorn RTAFB, Udorn RTAFB, Vietnam War | Tagged | 1 Comment

Hail to the Chiefs — Crew that is

Some thoughts on a most important member of the Phantom II Team: The ground crews.

When I was a non-rated officer, that is non-flying, I knew nothing about crew chiefs.  Even when I was in navigator training, they did not enter my world.  When I began to fly in the Phantom, I fully became aware of the ground crews’ critical role in my success and safety.

In the Seat:

The ejection seat was critical.  The Martin-Baker MK7 seat was very complicated–almost like a Rube Goldberg invention.  Lots of things had to work correctly. The ejection sequence demonstrated the complex nature: the pilot or GIB pulled the firing handle, the canopy jettisoned.  An ejection gun fired, and the seat moved up guide rails.  Emergency oxygen began, the leg restraints pulled the legs close to the seat as it rose, and then a static line initiated a time delay, which in turn fired a drogue gun.  As the seat rose, the static line caused the drogue chute’s deployment to stabilize and the slow seat descent. Any small thing could cause the seat to malfunction.    Later, flying the F-4 in Alaska, we purchased our home from the widow of a pilot whose seat did not work correctly. During emergency egress, he was blown through a canopy and later died.  Ejection was significant, but in many minds, to be used as a last resort.   While I, too, did not want to eject, I inspected the seat thoroughly.  I strapped in and watched the crew chief pull the upper pin and show it to me.  Then I knew the seat was hot and ready to fire.  He gave me the assurance that I was safe in the bird.

If you got sick: As our training continued, we moved into a lot of turning and violent maneuvering in the air. It was at this point that several of my contemporaries experienced extended bouts of air sickness.  One friend told me that he had been sick on nearly every initial flight.  We carried barf-bags, like those found on airlines, in our checklist bags if we were ill.  But, some found it hard to get their masks off quickly enough in the throes of turning and maneuvering.  Filling a mask was not a pleasant experience, nor was it acceptable to blow one’s cookies in the rear cockpit.  The crew chiefs especially disliked this and made the GIB clean it up.

Under the bird: There was a tendency to hit my head on something hanging down. We called this a Phantom bite. The crew chiefs always warned us about things that would take a chunk out of our scalps. We had to watch for something that had leaked on the ramp, hydraulic fuel, or other lubricants so that we didn’t step in them. While looking down, it was easy to walk into an antenna.  In addition to this, I became very wary of walking under the tail hook.  I had heard stories of how it had dropped unexpectedly and injured a crewman. Now, this may have been a Phantom myth, but I was not about to take any chances.  I am not sure how much it weighed—estimates among GIBs and others ranged from about 600-1,000 pounds.  All I knew was that if it could stop a Phantom, it could also take me out.

Before a combat mission: As my combat days grew, I got to know the ground crews.  They were on the line in the heat and high humidity; they loved their birds and took good care of us.  Of note was the salute that they rendered as we taxied out on a combat mission.  For us, this gesture tied us to the F-4 crews who had flown so many times in the past.  I later asked a former crew chief about this, and he said it was: “Pride in what we did, but more importantly, a signal of our connection, our bond, our respect to you.” He remembered it as an act, a gesture like no other.  Indeed it was.  We respected their hard work, and the chiefs returned it in kind.

A Big Thanks: I can honestly say that flying the Phantom was an exercise in trust, and it was more than trusting my AC; it was trusting that the men and women who maintained her did their jobs to the fullest in a highly professional manner.   Without them, I would not have been able to do my job, and I would not have felt secure and safe.   I thank them now for doing their duty so well, so long ago.

For more stories about my time in the F-4, see my new book FIGHTER ‘GATOR available on Amazon, Barnes and Noble, and other online sites. Or order directly from the publisher at https://store.bookbaby.com/book/fighter-gator

Posted in Air Force, Air Force lingo, American History, F-4 Phantom II, F4 emergency, F4 Phantom II, F4 PhantomII, Fighter Aircraft, Fighter pilot slang, Luke AFB, Navigator, Navigator Training, Thailand, U Dorn RTAFB, Udorn RTAFB | Leave a comment

Fighter ‘Gator Book Now Available

This year marks 50 years since I arrived at Mather Air Force Base for undergraduate navigator training. To be honest, I had no idea what a navigator did. The dictionary definition wasn’t much help:

Navigator — Definition — a person who directs the route or course of a ship, aircraft, or other forms of transportation, especially by using instruments and maps or charts.

I often think back to my first flight in the T-29; military flying was a mystery. The nav trainers at Mather had not prepared me for all the sensory experiences of flight: turbulence, the aircraft’s motion through the air, the closeness of the cabin, and most of all, the stress that all of this produced. But, by the time I graduated, I was a seasoned navigator and better prepared.

Next year will mark 50 years since I arrived at Luke Air Force Base to upgrade to the back seat of the F-4.

Fighter ‘Gator, i.e., the navigator in a fighter aircraft or the Guy in Back (GIB) the Weapons Systems Officer.

Over my nearly nine months at Luke, I would find that I had to think and act more like a fighter pilot. As such, I did all a navigator did and but also flew the Phantom. In SEA my flying skills would improve even more. Some ACs offered to teach me to refuel, and even if an emergency warranted it, land as some GIBs at my base had done.

Many folks have urged me to collect all my stories. So here we are in my new book Fighter ‘Gator.

In the the introduction to Fighter ‘Gator, Col C. Richard Anderegg (USAF Ret.) a former F-4 and F-15 pilot, and former Director of Air Force History and Museums, writes:

Norvell’s story of combat, comrades in arms, air force tomfoolery and the stress of a year-long separation from his new bride and other family is told with a clarity and self-deprecating humor that provides a meaningful and wonderful read. He has the knack for describing the contradictions of life in combat—the professionalism and dedication of the aircrews juxtaposed with their rampant glorification of alcohol consumption and silly bar games. Although he describes himself as a straight arrow, it is clear that he has found a group of men with shared values: patriotism, dedication, valor, and an unquenchable thirst for excellence. It is a brotherhood forged in fire, and it changes his life.

If I am a Fighter ‘Gator then David Garbe is truly a Fighter Builder.

The Appendix:  F-4 Phantom Restored by David Garbe

David first published this work in 2016 and graciously allowed me to include it in this book. Then, it was essentially a picture book, with many of David’s photographs showing how he restored the shell of F-4D 0720 and brought her back to life.   David loved the Phantom,  worked to find a bird, get the parts, and rebuild the front cockpit area.  His story is a fascinating look at this process and the long hours and dedication that he showed in his quest to renew this bird. And renew he did. She is the most beautiful F-4 I have ever seen. Everything is perfect in the cockpits. She gleams and sparkles and makes me wish I was 28 again in the skies above Cambodia with the long runway of life ahead of me.

The book is now available for pre-release November 11 ordering on Amazon, Barnes and Nobel, Walmart, Powell’s Books, and Books A Million online sites.

For a sneak preview go also to the publishers site at https://store.bookbaby.com/book/fighter-gator

Posted in American History | Leave a comment