May–June 2003
NAVAL AVIATION NEWS
MARINE AVIATION:
A GLOBAL PRESENCE
NAVAL AVIATION NEWS
May–June 2003
NAVAL AVIATION NEWS
The U.S. Navy’s Oldest Periodical, Established 1917
Volume 85, No. 4
May–June 2003
F L A G S H I P P U B L I C A T I O N O F N A V A L A V I A T I O N
C o n t e n t s
8
The
Future of Marine Corps Aviation
10
HMM-161
(Rein): Aviation Combat
Element
at the Ready
18
Nightmares
in
22
Medal
of Honor Series:
Always
Faithful
24
VMGR-152:
Backbone
of the Pacific
F
e a t u r e s
28
Hank
Caruso’s Sketchbook:
Semper
Fly!
32
Marine
Corps Aviation Around
the
Globe
42
Marine
Corps Aeronautical
Organization
45
An
Ace Among Aces
46
Korean
War Series:
A
Marine Aviator’s View of the
Korean
Conflict
COVERS—Front: Rick Llinares shot two
Marine AH-1W Super Cobras popping off flares over
rugged terrain. Back: Capt. Michael
J. Black of Marine Medium Helicopter Squadron 161
(Reinforced) climbs into the cockpit
of his AV-8B Harrier II on board
Gulf in February 2003. Photo by Wendy
Leland. This page: Mike Wilson photographed a trio of
Marine EA-6B Prowlers from Marine
Tactical Electronic Warfare Squadrons 1, 2 and 4 flying
through stormy weather over the
De
p a r t m e n t s
4
Grampaw
Pettibone
6
Airscoop
50
People–Planes–Places
56
Professional
ibc
Flightbag/ANA
Photo Contest
2
RAdm.
Mike McCabe
Director,
Air Warfare
Published
by the Naval Historical Center under the
auspices
of the Chief of Naval Operations
Dr.
William S. Dudley
Director,
Naval Historical Center
Staff
Sandy
Russell Editor
Wendy
Leland Managing Editor
Morgan
I. Wilbur Art Director
JO1(SW)
Ed Wright Assistant Editor
JO2
Dan Ball Assistant Editor
Associates
Hal
Andrews Technical Advisor
Cdr.
Peter Mersky, USNR (Ret.) Book Review Editor
Capt.
R. Rausa, USNR (Ret.) Contributing Editor
Capt.
Ted Wilbur, USNR (Ret.) Contributing Artist
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NAVAL
AVIATIONNEWS
As
we went to press, Operation Iraqi
Freedom
had commenced. While this
issue
is dedicated to USMC aviation, we
salute
all members of the Navy-Marine Corps
team
in their efforts to liberate the Iraqi
people
from tyranny, while defending
American
sovereignty.
PH3 Todd
Frantom
Right, a Marine Attack
Squadron 214 Blacksheep
pilot performs preflight
checks on his AV-8B Harrier II
for a night mission staging
from
support of Operation Iraqi
Freedom. Below, an F/A-18C
Hornet loaded with a 500-
pound GBU-12 guided bomb
moves into position while
another launches from Kitty
Hawk (CV 63), operating in
the
coalition forces.
Sgt. C. Nuntavong
Whirling Whirlybird
A USMC UH-1N “Huey”
with two pilots and a crew chief
on board was practicing
emergency landing pattern
work. The helicopter was at the
180-degree position and was
cleared for an autorotation to
touchdown. The aircraft was
500 feet abeam at 1,000 feet
altitude and 80 knots airspeed.
Normal parameters were
maintained in the autorotation
until reaching the 90-degree
position.
The aircraft commander
cautioned the copilot, who was
at the controls, that airspeed had
decreased below 65 knots. The
copilot lowered the nose sharply to
regain airspeed. The aircraft was
now 45 degrees nose down and out
of balanced flight (the ball was out
to the right) with the rate of descent
increasing to 400 feet per minute.
The copilot commenced a waveoff
with the help of the pilot who rolled
the throttles to full open. Although
the rate of descent decreased, the
helo struck the runway 300 feet
short of the threshold with the nose
level and the collective at maximum.
The “Huey” bounced into the air,
completing 180 degrees of rotation,
touched down again just short of the
runway edge, bounced once more
into the air in a nose-high attitude
and traveled another 100 feet before
the tail rotor struck the ground. This
impact severed one half of one tail
rotor blade and damaged the tail
rotor drive shaft.
The helicopter rotated 360 more
degrees and traveled another 220
feet until hitting the ground in a
level attitude. The tail boom sheared
and the main rotor blade struck the
ground, spinning the fuselage 180
degrees and rolling it over on its
side. The main rotor came to rest 26
feet from the fuselage.
When all motion ceased, the
throttles were closed and the
crew egressed through the
pilot’s door. They sustained
first-aid injuries.
Grampaw Pettibone
says:
What a wild ride! Gramps
is happy no one got seriously
hurt, but the old UH-1N took
a beating it didn’t deserve.
The copilot lowered the nose
too steeply at low altitude
and at a critical time in the
maneuver, a situation made
worse by the unbalanced flight
and high angle-of-bank
condition—signposts for trouble.
The aircraft commander had
flown a satisfactory flight the day
before with the copilot who, in the
past, had experienced difficulty
with practice autorotations and
lacked experience in the aircraft.
Had the aircraft commander more
closely monitored control inputs
by the copilot he might have
helped prevent the mishap. But
the basic cause of the wild ride
was the copilot’s loss of situational
awareness. And losing that, down
close to Mother Earth, can be
4 Naval Aviation News May–June
2003
Naval Aviation News May–June 2003 5
Blow the Man Down
One fine morning a ZS2G-1 airship became airborne on a
routine patrol flight from its East Coast base. The
wind was calm, with
broken clouds at 9,000 feet. The takeoff run was
uneventful, but during the
climb at about 200 feet altitude the crew felt a violent
jolt in the controls. The airship
began orbiting to the left, still climbing, with no
apparent response to rudder control.
The airship commander declared an emergency, ordered
both bomb bay fuel tanks
jettisoned, and decided to attempt an immediate landing.
Using offset power on the engines to
maintain some directional control, a circling landing
approach was made. The airship hit hard. The
landing gear collapsed as the airship struck soft
terrain, some fuel cells were ruptured, and the prop
sheared from the port engine. The starboard engine
also struck the ground and suffered sudden stoppage.
The airship bounced and ascended rapidly to about 800
feet, a free balloon. The pilot tried to descend by
“valving” helium. This was partially successful, but
super heating under the hot sun caused ascent again.
A helicopter attempted to aid in descent of the
airship by hovering overhead and forcing it down with rotor wash.
With this assist the airship descended to 500 feet,
leveled off, and the crew manned abandon-ship stations. The airship
drifted under some low clouds, getting a cooling
effect that caused it to descend at 150 feet per minute. The crew then
unsuccessfully tried to rip the bag. The “abandon ship”
order was given and the crew escaped on dragging lines via
several exits from heights that varied from 20 to 60
feet above ground.
The crewless airship free-ballooned for the next three
hours on a busy airway and finally crashed in a remote area 20
miles from home base.
Grampaw Pettibone says:
Shades of the Shenandoah! These fellers just
plain forgot they had a mighty fine balloon to ride in and
panicked!
If they’d valved helium and settled her in real easy
at the beginning, treated the airship like a free balloon
and not tried to stick it in the ground under power
like a dart, they’d have made out better. One thing they
had was time. The ship wasn’t damaged, engines were
operating normally, with plenty of fuel aboard, and
the bag was intact. Weather was no problem.
Way back in September 1925, VAdm. Charles E.
Rosendahl, then a lieutenant, successfully freeballooned
the floating nose section of the airship Shenandoah
from 10,000 feet to earth after the
giant dirigible broke in half during a storm. In those
days, we had only two large airships and
lighter-than-air personnel were regarded as a breed
apart, highly qualified and motivated
professionals. I’d sure hate to think the breed was
thinning out.
Abandoning ship as hastily as was done in this case
doesn’t follow the fine
past traditions of lighter-than-air men. It’d seem
that there was plenty of
time left to figure out the best not the fastest
way of getting the ship
down.
What caused the jolt was under investigation.
Gramps from Yesteryear
MH-60R Testing
Continues
During testing at the Atlantic
Undersea Test and Evaluation
Center, the MH-60R helicopter
testing program logged its first
shipboard landing, on board
Gettysburg (CG
64), and the first
in-flight launch of a sonobuoy. The
Romeo modification also located a
submarine using airborne lowfrequency
sonar while conducting
a surface radar sweep using the
multimode radar and electronic
surveillance measures.
Last E-6A leaves
Tinker
By TACAMO Public Affairs Office
On 4 February 2003, the Navy
and Strategic Communications Wing
1 marked the end of an era as the
last E-6A Mercury aircraft, above
right, left Tinker Air Force Base,
Okla., following a ceremony
honoring the aircraft’s final flight.
Tail number 409 is the last of 16
E-6As to undergo modifications to
become an E-6B.
Aircraft 409 was the last
TACAMO aircraft to be solely
dedicated to the mission of sending
messages to Trident missile
submarines. Once the 10-month
modifications are completed it will
be able to communicate with all of
the strategic forces, including
bombers, ICBM missile silos and
Trident missile submarines.
The upgrades include the addition
of a battlestaff area, installation of
the MILSTAR satellite communications
system and incorporation of
the UHF Command, Control and
Communications system. “These
added systems will allow a
6 Naval Aviation News May–June
2003
AIRSCOOP
Edited by Wendy Leland
A Naval Air Systems Command MH-60R
conducts an airborne low-frequency
sonar operation during three weeks of
testing in the Caribbean.
Iwo Jima (LHD 7), above, and ships of her
amphibious ready group—Nashville (LPD
13) and Carter Hall (LSD 50)—began
a regularly scheduled deployment in March, with
the 26th Marine Expeditionary Unit
(Special Operations Capable) embarked.
PH2 Benjamin Hammond
battlestaff composed of members
from the Army, Marine Corps, Navy
and Air Force to send messages to
all of America’s nuclear forces,
including strategic bombers, ICBM
missile silos and, of course,
submarines,” explained Capt.
Gerald Geletzke, Commander,
Strategic Communications Wing 1.
The upgrade program is the result
of the additional role that the Navy
E-6B took over on 1 October 1998
when the E-6B replaced the Air
Force’s EC-135 in performing the
“Looking Glass” missions, which
had been flown by the Air Force for
the previous 29 years.
Mishaps
On 17 January, an F/A-18C
Hornet of Strike Fighter Squadron
25 suffered Class A damage after
departing the runway on rollout in
Australia.
A Marine All-Weather Fighter
Attack Squadron 224 F/A-18D
Hornet was lost over the southern
California operations area on 17
January, with no fatalities.
On 22 January two AH-1W Super
Cobras of Marine Light Attack
Helicopter Squadron 775 collided
during operations at Laredo
International Airport, Texas. The
pilots and copilots of both aircraft
were killed.
An F-14D Tomcat of Fighter
Squadron 213 crashed during
operations with Theodore Roosevelt
(CVN 71) near Puerto Rico on 26
January. The aircrew ejected safely
and were recovered.
On 11 February, an E/A-6B
Prowler of Electronic Attack
Squadron 129 was lost at sea
following an arrested landing on
board John C. Stennis (CVN 74) in
the southern California operations
area. The three-person aircrew
ejected safely and was recovered.
On 18 February, an F/A-18C
Hornet of Strike Fighter Squadron
147 crashed while operating from
Carl Vinson (CVN
70) in the
western Pacific. The pilot ejected
safely and was recovered.
An F/A-18C of Marine Fighter
Attack Squadron 314 suffered Class
A damage after it free-fell on an
elevator aboard Carl Vinson (CVN
70) on 1 March.
On 12 March, an E-2C Hawkeye
of Carrier Airborne Early Warning
Squadron 120 suffered Class A
damage when its landing gear
and wings collapsed and it
caught fire after departing the
runway upon landing at MCAS
Cherry Point, N.C.
Naval Aviation News May–June 2003 7
OSPREY
DROPS
The V-22
Osprey integrated
test team
completed a series
of tests over Fort
Bragg, N.C., to
prove the Osprey’s
utility as an aerial
delivery platform.
Thirty hours of
flight time included testing of how deployment bags
left behind after
static-line jumps reacted in the aircraft’s wake, and
hung-jumper tests in
both the conversion and airplane modes. Containerized
delivery system
tests with 500- and 1,000-pound bundles dropped up to
four at a time,
above, were also conducted.
Medals for War on
Terror Established
In March,
President George W.
Bush issued an executive order
establishing two military awards
for actions in the global war on
terrorism. The Global War on
Terrorism Service Medal, above
right, will be awarded to service
members who serve in military
operations to combat terrorism
on or after 11 September 2001,
most notably Operation Noble
Eagle. The Global War on
Terrorism Expeditionary Medal,
right below, will be awarded to
service members who serve in
military expeditions to combat
terrorism on or after 11
September 2001, such as
Operation Enduring Freedom.
By Lt. Gen. Mike Hough, Deputy Commandant
for Aviation
Irecently
assumed the duties of
Deputy Commandant for Aviation
from Lieutenant General “Spider”
Nyland, now the Assistant Commandant.
I am truly blessed and honored to hold
this position, and I intend to continue the
tradition of professional excellence established by
those
who held the position before me. Since this is my
first
chance to address you in this magazine, I would like
to
take the opportunity to share with you my vision for
the
future of Marine Aviation.
We are facing a period of great transformation. Over
the
course of the next 10 to 15 years, most of what we
have in
Marine Aviation will change. This includes Tactical
Air
(TacAir) Integration, legacy-to-modern aircraft
transition,
Marine Air Command and Control System modernization,
and new basing requirements. The management of this
change will dictate the Marine Corps’ future for the
next
half century. We will harness this transformation as a
total
force Aviation Combat Element (ACE) composed of four
Marine Aircraft Wings in order to maintain operational
flexibility and retain our culture within our capstone
operational concept, Expeditionary Maneuver Warfare. I
want to stress that the 4th Marine Aircraft Wing is an
equal
player within our ACE and fills a crucial role in the
future
success of Marine Aviation.
The one thing that will not change, however, is our
professionalism and expeditionary culture. My top
priorities are and will remain the accomplishment of
our
mission and the welfare of our people. I would like to
express my vision for our future across four themes:
safety,
budget, Aviation Transition Plan, and TacAir
Integration.
Safety. Aviation
and ground safety are my primary
focus. My goal is to attain the highest possible
combat
readiness to support Expeditionary Maneuver Warfare,
while preserving and conserving our most precious
assets—our Marines, Sailors and equipment. I see
leadership as the key to aviation safety, and I
continue to
work with the force, wing, group and in some instances
squadron commanders at our quarterly Marine Air Boards
to discuss safety issues. I expect the aviation
leadership
throughout the chain of command to stick to the
basics:
take care of people, make the right decisions, lead by
example, use their heads, and focus on mishap
prevention.
I am holding Marine leadership accountable, but I am
also
giving these leaders the tools to make their jobs
easier,
including standardized training and readiness manuals
and
tactical standard operating procedures, and a newly
initiated crew resource management working group. My
intent is to use these tools to improve safety by
sufficiently
preparing Marines for combat so that when they do go
to
war, they don’t experience situations for the first
time, such
as high-altitude flight, mountain area landings, and
brownout.
Budget. The
Marine Corps is planning for our
requirement to remain a “Force in Readiness.” We are
programming our needs, not our wants. We have in the
recent past during the era of downsizing, and to some
degree today, had to do more with less as a matter of
necessity. Our Marine Aviation Campaign Plan
represents a
significant effort toward mitigating the strain of
operating
legacy aircraft through the transitions.
Aviation Transition Plan. As we transition to new
aircraft, we continue to modernize existing aircraft
to ensure
readiness and warfighting relevance. The key to
success will
be the careful balancing of people and equipment that
allows us to also maintain combat readiness. The
Marine
Aviation transformation involves over 20 years of
aircraft
transitions and modernization in an effort to maintain
combat superiority and tactical relevance in an
uncertain
security environment. This neck-down strategy hinges
on
reducing the number of type model aircraft and
procuring
weapon systems that maximize commonality in support
requirements. The intent is to maintain relevant
forces while
reducing the logistics burden on the commander. Our
Aviation Transition Plan will support Expeditionary
Maneuver Warfare and provide enhanced strategic
agility,
operational reach, tactical flexibility, support and
sustainment, and joint/multinational enabling.
TacAir Integration. The Navy and Marine Corps team
have embarked on a TacAir Integration plan that will
enhance core combat capabilities and provide a more
potent, cohesive and affordable fighting force. A
cornerstone of this plan is Department of the Navy
(DON)
funding and maintenance of legacy aircraft at the
highest
levels of readiness until replacement by the Joint
Strike
Fighter (JSF). This requires an unwavering commitment
to
a heightened strike fighter readiness across the DON.
The
readiness levels associated with integration will
allow the
DON to surge more aircraft than is within our means
today.
We recently signed a TacAir Integration Memorandum
of Understanding and Memorandum of Agreement with the
Navy. The days of doing it on our own are over, and we
must work together as a Navy-Marine Corps team to
8 Naval Aviation News May–June
2003
The
Future of
Marine
Corps Aviation
ensure continued wellness of
TacAir in the DON. My
philosophy for the success of
Marine Aviation is a single naval solution using one
team
and one vision. TacAir Integration allows us to better
meet
our 21st century requirements while simultaneously
increasing efficiencies, unifying our core Naval
Aviation
competencies, and maintaining our unique Marine
expeditionary culture. The TacAir Integration plan
reduces
1 TacAir squadron in the 4th Marine Aircraft Wing and
adds 6 additional Marine TacAir squadrons to carrier
battle
groups for a total of 10. Conversely, the Navy accepts
the
reduction of three active and one reserve TacAir
squadron
and commits three strike fighter squadrons to the
Marine
Unit Deployment Program. Additionally, both the Navy
and
the Marine Corps will make reductions in the primary
aircraft authorized of current F/A-18 Hornet and
future JSF
squadrons in support of TacAir Integration. These
adjustments will provide a more capable force, ensure
better utilization of our precious assets, and create
significant savings that will be applied to Navy and
Marine
Corps recapitalization. Naval TacAir, with a smaller
more
efficient force, will continue to provide combatant
commanders and joint force commanders with a flexible,
scalable, full-spectrum response capability from the
sea.
While modernization remains a high priority, the
legacy
aircraft that we fly today must serve the Corps for
many
years to come.
I would like to close by discussing the roles of some
of
our deployed aviation units. The Flying Nightmares of
Marine Attack Squadron (VMA) 513 deployed to Bagram
Air Base, Afghanistan, in October 2002, and have flown
over 250 sorties totaling more than 1,000 flight hours
in
support of Operation Enduring Freedom (see pp. 18–21).
From their austere base located over 5,000 feet above
sea
level, the AV-8B Harrier IIs provide close air
support,
armed escort of aircraft and
vehicle convoys, and air cover
during helicopter insertions and
extractions.
The Harriers of VMA-513 are equipped with the
Litening II targeting pod, which gives pilots the
ability to
laser-designate targets for precision munitions and
mark
spots on the ground with infrared energy. This
function has
put the Harriers in Afghanistan in high demand.
Coalition
and sister service forces regularly request the
Litening II
pod capability to accurately locate and identify enemy
positions. Since VMA-513’s arrival in theater, 100
percent
of their precision ordnance drops have been direct
hits.
The AV-8B that we fly today is not the same aircraft
we
flew 10 years ago. During the last decade, the Harrier
has
developed from a day, ground-attack aircraft to a
night,
adverse-weather precision strike platform. The AV-8B
remanufacture program has updated the Harrier into a
more
capable and reliable aircraft that possesses a
night-attack
avionics suite, the APG-65 multimode radar, and a more
powerful and reliable Pegasus 408 engine. Clearly, the
deployment of a squadron of AV-8Bs to the
expeditionary
environment of Afghanistan to fight in the global war
on
terrorism illustrates the combat relevance that the
Harrier
brings to the fight. Additionally, our helicopters,
KC-130
Hercules tankers and Harriers that make up the
Aviation
Combat Elements of the deployed Marine Expeditionary
Units (Special Operations Capable), our squadrons
deployed as part of the Unit Deployment Program, our
EA-6B Prowlers, and our Marine Air Control Group
personnel continue to provide a force in readiness to
support our combatant commanders.
I look forward to sharing Marine Aviation with the
readers of Naval Aviation News in the months to
come.
Warm regards and Semper Fidelis.
Naval Aviation News May–June 2003 9
A Marine Fighter Attack Squadron 323
F/A-18C
Hornet prepares to launch from Constellation
(CVN 64) operating in the Arabian
Gulf in February
2003.
Wendy Leland
10 Naval Aviation News May–June
2003
When Tarawa (LHA
1) began her scheduled sixmonth
cruise in the Arabian Gulf in February, it
was evident that this was going to be anything
but a routine deployment. The ship was abuzz with
activity as the members of the 15th Marine
Expeditionary
Unit (Special Operations Capable) prepared to put
their
training to the test. After playing a key role in
transporting scores of Marines to shore bases in
Kuwait,
the aircraft of Marine Medium Helicopter Squadron
(HMM) 161 Reinforced (Rein), the 15th MEU (SOC)’s
aviation combat element (ACE), returned to the ship to
prepare for what is now known as Operation Iraqi
Freedom.
The ACE is one of
four components that
make up a typical
MEU (SOC), which is a
type of Marine Air-
Ground Task Force
(MAGTF) that combines air,
ground and logistic assets into a flexible fighting
force.
In addition to the ACE, a command element, ground
combat element (GCE) and combat service support
element (CSSE) comprise the MEU, which embarks three
ships of a Navy amphibious ready group (ARG) under
the command of an amphibious squadron. There are a
Story and Photos by Wendy Leland
Naval Aviation News May–June 2003 11
total of seven marine expeditionary units—the 11th,
13th and 15th under the 1st Marine
Expeditionary Force (MEF) on the West Coast; the 22d,
24th and 26th under the 2d MEF on
the East Coast, and the 31st under the 3d MEF in
Okinawa, Japan. These forward-deployed
forces can respond to changing threats at a moment’s
notice, with the ability to take a mission
from planning to execution in a matter of hours.
A MEU can be called upon for a variety of missions,
including amphibious or expeditionary
assault, security operations, noncombatant
evacuations, humanitarian assistance, and special
operations. Consisting of approximately 2,000
Marines, “The MEU’s really a small unit in some
regards, but it’s a very capable unit,” Colonel
Thomas D. Walhauser, CO of the 15th MEU,
explained. “In terms of Operation Enduring
Freedom or the global war on terrorism, the MEU
is a very critical asset overall.”
Every time a MEU comes together, it is a
different entity than during its previous
deployment. The command element may be
essentially the same, but the ACE, GCE and
CSSE change from one deployment to the next. A
six-month workup period ensures that all
components interface smoothly. “We have 23
mission tasks that we’re supposed to perform
before we leave San Diego [Calif.],” Col.
Waldhauser said, “and the six-month workup with
our supporting elements is capped off by a
special-operations-capable exercise.” The MEU is
not considered special operations capable until it
passes the SOC-EX, during which its performance
is judged by fellow Marines. The MEU (SOC) is
then ready to begin its six-month deployment,
after which all the component elements disband
and return to their parent organizations.
Each MEU’s aviation combat element is
formed around the nucleus of a Marine medium
helicopter squadron, which deploys with its
Right, Tarawa (LHA 1) and the
ships of her amphibious
ready group—Duluth (LPD 6)
and Mount Rushmore (LSD
47)—began a WESTPAC
deployment with the 15th
Marine Expeditionary Unit
(Special Operations Capable)
in February 2003. The MEU’s
aviation combat element
consisted of CH-46E Sea
Knights of HMM-161, facing
page top, reinforced by
detachments from other
squadrons. Above, the ACE is
reponsible for transporting
ground Marines ashore and
flying support missions from
ships or forward bases.
US Navy
entire complement of CH-46E Sea Knight helicopters,
pilots, aircrewmen and maintainers. The Sea Knight
squadron is reinforced by detachments from other
squadrons, with the exact makeup determined by the
tactical situation, the MAGTF’s mission, and space
limitations within the ARG. For this western Pacific
deployment, the ACE was comprised of 12 Sea Knights
of HMM-161, reinforced by detachments of 4 CH-53E
Super Stallions from Marine Heavy Helicopter
Squadron 361, 3 UH-1N “Hueys” and 4 AH-1W
Super Cobras from Marine Light Attack Helicopter
Squadron 267, and 6 AV-8B Harrier IIs from Marine
Attack Squadron 311. Captain Ned Biehl, CH-46E
pilot and weapons and tactics instructor for HMM-
161, explained, “When everyone comes together we
grow from a normal-sized ‘Frog’ squadron of about
120, to 400-plus Marines.” In addition, two KC-130
Hercules of Marine Aerial Refueler Transport
Squadron 252 support the MEU from land bases in
the region.
This combination of rotor-wing and fixed-wing
aircraft brings a wide range of capabilities to the
table. The ACE’s missions include transporting troops,
defending transport aircraft as they enter a hostile
zone, and providing an attack capability with both
close and deep air support to the troops on the
ground.
With the ability to operate from any of the ships of
the
ARG or from forward land bases, the ACE is a
Right, a landing signal enlisted
Sailor directs
an HMM-161 (Rein) CH-53E Super
Stallion in
for a landing on board Tarawa. The
Super
Stallion provides a heavy lift and
transport
capability to the ACE. Bottom, with
regular
flight operations suspended while the
ship
transits the Strait of Hormuz, a
UH-1N waits
on emergency standby. Below, Huey
pilots
1st Lt. Don McCowan, foreground, and
Capt.
Bryan Wittmer await the call to
action outside
their helo.
versatile asset that can be configured as appropriate
for
each particular mission.
The CH-46E Sea Knights make up the majority of the
squadron’s aircraft complement. “Our main mission is
assault support, basically to get troops in and out of
combat zones,” explained pilot Capt. Ray Ozambela.
Assault support can have many facets, such as
resupply,
casualty evacuation, tactical recovery of aircrew and
personnel, or visit-board-search-and-seizure missions.
“That all encompasses assault support because we are
supporting the people doing the assault by getting
them
where they need to go,” Ozambela said. Compared to
their Navy counterparts, the MEU’s CH-46Es carry more
fuel and are outfitted with aircraft survivability
equipment
such as infrared countermeasures and chaff and flare
dispensers to help them survive in a hostile zone.
Like its rotor-wing brethren, the CH-53E Super
Stallion can conduct a variety of missions. Primarily
considered an assault support platform, the huge
helicopter provides a significant long-range
capability
that is enhanced by its ability to aerial refuel. Its
internal
carrying capacity and external lift capability make it
the
platform of choice for heavy lift missions. In
addition,
“We have what we call the Robertson System, a tactical
bulk fueling system. We can carry bladders in the back
that can refuel other types of aircraft,” explained
Major
Jason Gerin. “We can take fuel from a C-130, land on
the ground and then refuel CH-46s or AH- or UH-1s so
they can get further inland and be self-sufficient
fuelwise.”
Outfitted solely with medium-range suppressive
weapons such as 50-caliber machine guns, when
operating in a tactical scenario the Sea Knights and
Super Stallions would typically be escorted by
platforms
with more firepower. The ACE relies on two helicopter
types to perform the escort role, the UH-1N Huey and
the AH-1W Super Cobra, collectively known as the
“skids.” UH-1N pilot Capt. Chris Chown explained,
“The escort’s job is to protect the assault support
helicopters while they’re going to the zone. Once the
ground guys are on the zone, we roll into close air
support for them.” As a utility helicopter, the Huey
can
also conduct other missions, such as transport, medevac
and special operations support. The UH-1Ns bring a
Naval Aviation News May–June 2003 13
variety of firepower for suppressive fire, such
as 2.75” rockets with various warheads, 50-
caliber and 7.62mm machine guns, and the
GAU-17 minigun. What makes the Huey
unique is that “in a typical mission you would
have a command and control Huey,” ACE CO
Lieutenant Colonel Mark Peters explained.
“We’ll put the ground mission commander and
the air mission commander in the same aircraft, the
idea
being they can talk back and forth and hopefully make
better decisions because they’re collocated.”
The Super Cobra provides the ACE with an allweather,
day and night attack option to support the
Marines on the ground. With an array of ordnance—
including tube-launched, optically tracked wire-guided
missiles; Hellfire missiles; unguided rockets; and a
20mm cannon—the Super Cobras can operate in antitank
roles and perform armed and aerial reconnaissance.
Close air support, in which air assets are firing in
close
proximity to friendly troops, and deep air support
further
behind enemy lines are also on the Cobra’s mission
profile. Capt. Seth Wolcott said, “We’re really
flexible
because we can operate through very austere
conditions.
For instance in Afghanistan, it was just dust
essentially,
14 Naval Aviation News May–June
2003
Above, deck crew personnel confer
with the
pilots of an AH-1W Super Cobra to
ensure all
systems are go before launch. Right,
ordnancemen load AGM-114 Hellfire missiles
on a Super Cobra. Facing page,
Marines
enjoy a lighter moment in the cabin
of a UH-
1N Huey chocked on one of the
portside
spots during a break in flight
operations on
board Tarawa.
and all we had to do is get a CH-53 to come in there
with
ordnance and fuel. We can, in the middle of nowhere,
refuel ourselves and rearm ourselves with ordnance and
get back into the fight on very short notice.”
Both the Hueys and the Cobras can be designated as
airborne forward air controllers (FAC-A). The forward
air controller on the ground, who is terminally
controlling all the ordnance being employed, can pass
control to the FAC-A in the Cobra or Huey as needed.
The airborne controller can then “coordinate air
strikes,
call in rotor-wing fires and integrate that with
fixed-wing
fires, and get on the radio to the artillery battalion
and
coordinate air, ground and surface fires,” explained
Capt.
Chown.
While the majority of the ACE’s assets are rotor-wing,
it includes one fixed-wing platform serving in the
fighter-attack role, the AV-8B Harrier II. Pilot Capt.
Michael J. Black explained, “As a jump jet we’re
designed to be close to the battlefield, go out short
distances, drop bombs, come back and reload. We can
get closer to the battlefield than anyone.” The unique
thrust vectoring that gives the Harrier its
vertical/short
takeoff and landing ability also enables the aircraft
to
conduct rolling takeoffs at short distances. “With a
typical loadout we can take off in about 700 feet,
whereas the average F-18 would probably require about
3,000 to 5,000 feet,” Capt. Black said, “so we can go
to a
much smaller, more obscure airfield.” Like the skids,
the
Harrier can provide close air support for ground
troops,
deep air support and helicopter escort, but it is
unique in
its ability to conduct offensive missions against
enemy
ground-to-air defenses. Its firepower can include an
array
of smart weapons such as guided bomb units (GBU), and
conventional weapons such as Rockeye, MK 82 or MK
83 bombs and Sidewinder and Maverick missiles.
The Harrier is an even more potent bombing platform
with the addition of the global positioning
systemcoupled
inertial navigation system and the Litening pod.
“The frustration that our guys had when they did
Operation Enduring Freedom was that they had GBUs
but they had no self-lasing capability,” Capt. Black
said.
In order to drop their smart weapons, the Harrier
pilots
had to wait for another aircraft, such as an F-14
Tomcat,
F/A-18 Hornet or F-16 Fighting Falcon, to arrive on
scene to laser-designate the target. Now, they can use
the
Litening pod to designate their own targets, enhancing
their value to the mission planners. “Nobody really
wanted us because we couldn’t lase for ourselves. Now
it’s like, ‘Where are the Harriers? We want these
guys.
They have an incredible platform for self-designating
and
Naval Aviation News May–June 2003 15
16 Naval Aviation News May–June
2003
Right, an enlisted Marine prepares
the cockpit of an AV-8B Harrier II as
pilot Capt. Michael J. Black arranges
his survival equipment prior to
takeoff. Below and facing page top,
the Harrier utilizes its unique thrust
vectoring to assist in rolling
takeoffs from the relatively short flight deck of
an amphibious ship.
they’re very accurate bombers.’”
Keeping this variety of aircraft flying requires a
dedicated
maintenance effort. Marines in the flightline shop
provide operationallevel
maintenance, troubleshooting and repairing aircraft
components
while they are still on board the aircraft. For
intermediate-level
maintenance, the ACE is augmented by detachments from
each
Marine Air Logistics Squadron that supports a
particular aircraft
type—MALS-13 from MCAS Yuma, Ariz., for Harriers;
MALS-16
from MCAS Miramar, Calif., for H-46s and H-53s; and
MALS-39
from MCAS Camp Pendleton, Calif., for the AH-1Ws and
UH-1Ns.
These Marines integrate with the Navy work centers
aboard ship, but
are still administratively connected to the ACE.
A single maintenance control shop located close to the
squadron’s
ready room serves as the interface between the
maintainers and the
pilots. “The maintenance controller is a senior guy
who looks at an
aircraft from the paperwork side to make sure there
are no
outstanding aircraft gripes or maintenance action
forms before it goes
out and flies,” Capt. Biehl said. Maintenance control,
the pilot and, if
there is one, the crew chief all review the
maintenance
books and sign off on the aircraft before flight.
Pilots
and crew chiefs are both responsible for preflighting
the
aircraft on the deck as well.
Enlisted aircrew personnel are integral members of
the team for all the helicopter platforms except the
twoplace
Super Cobra. Dual-hatted from other shops such as
flightline, they fly with Sea Knights, Super Stallions
and
Hueys as aerial observers and/or gunners. An enlisted
crew chief ensures that all the systems and processes
aft
of the cockpit are running smoothly. “They can also
assist when things go wrong inside the cockpit,” Capt.
Biehl said. “They’re the duty experts, and if something
should go wrong with the aircraft they know all the
ins
and outs of it.”
This spirit of teamwork is not only the hallmark of
the aviation combat element, it is also representative
of
how the MEU integrates with the Navy ships on which it
is embarked. By transporting the Marines and their
equipment to the operational theater, supporting them
while on shore and providing a moveable base of
operations for Marine aircraft, the ARG and its
Sailors
are integral contributors to the MEU’s success.
Operational requirements during the current conflict
in Iraq may change the backdrop against which the 15th
MEU and its aviation combat element operate. But
whatever challenges may come, it is clear that HMM-
161 (Rein) will continue to do what it does best:
support
the warfighters on the ground. As Lt. Col. Peters
concluded, “We’ve got a great group of folks and
they’re ready to do whatever
we need to do.”
Special thanks to JOC William Polson,
JO2 Crystal King and JOSN David
Senn of the Tarawa PAO shop; JOCS
Scott Williams, CTF-51 PAO; Capt.
Manuel Delarosa, 15th MEU PAO;
and all the personnel of HMM-161
(Rein) for their assistance with this
article. Thanks also to Sgt. Rick
Wiggins who patiently served as flight
deck escort, and to the Tarawa ship’s
company for helping the author feel at
home while underway.
Naval Aviation News May–June 2003 17
Above, the aviation combat element is
augmented by
personnel from Marine Air Logistics
Squadrons, who join
with the ship’s company to provide
intermediate-level
aircraft maintenance. Below right, an
aircrewman carries a
50-caliber machine gun across Tarawa’s
flight deck.
18 Naval Aviation News May–June
2003
On 15 October
2002, the first of six AV-8B Harrier
IIs from the Flying Nightmares of Marine Attack
Squadron (VMA) 513 settled on the rough tarmac
at Bagram Air Base, Afghanistan. After rolling out to
the
end of the runway, the aircraft turned onto a
perpendicular taxiway lined with active minefields and
continued past the visual remnants of a war that has
ravaged this country for many years. Numerous
abandoned MiG and Sukhoi aircraft lie overturned as
heaps of junk throughout the base. Burned out tanks,
trucks and armored personnel carriers litter Bagram’s
infield. Within this eyesore, American resolve is strong
and undeterred. The 6 aircraft, 10 pilots and more
than
180 Marines and Sailors of
VMA-513 (Reinforced) are
an integral part of the U.S.
war on terrorism and add to
the Department of Defense’s
flexibility by increasing the options available to the
U.S.
military.
In fall 2002, the squadron received tasking to forward
deploy its assets to Afghanistan in support of
Operation
Enduring Freedom. Within a week, personnel were sent
to prepare facilities for the squadron’s arrival in
theater.
Shortly, the rest of the unit members left their
families
and friends at MCAS Yuma, Ariz.
Operating out of an old, neglected Soviet air base,
the
Nightmares encountered
numerous challenges but have
overcome them. The base’s runway and taxiways are in
such poor condition that they are constantly being
repaired. Rocks and debris are so numerous they make
the runway at Twenty-nine
Palms, Calif., seem clean by
comparison. To deal with the
situation the squadron
modified its procedures, in
Naval Aviation News May–June 2003 19
Facing page, the author and his
wingman come back
from a mission. Above, a VMA-513
AV-8B returns from
dawn patrol as the sunrise highlights
the Hindu Kush
mountains surrounding the airfield at
Bagram. The
peaks rise to heights of 16,000 feet.
part due to the unique
capability of the AV-8B.
Lieutenant Colonel
Jim Dixon, commanding
officer of VMA-513,
said, “People have the
misconception that the
Harrier must be
employed vertically to
be successful. We’ve
proven once again you
don’t need to do that.
The inherent flexibility
of vertical/short takeoff
and landing aircraft
gives us other options. If
we were operating from
an amphibious ship, we
would adjust our
procedures for that
environment. That’s
what makes the Harrier
such a great aircraft; it gives the warfighter so many
options with the same asset.” The skipper’s comments
seem justified by the success the Nightmares have
enjoyed. In a little over 12 weeks of combat
operations,
they averaged more than 100 sorties and 400 hours per
month, and maintenance ready rates remained extremely
high.
Since their arrival, the Nightmares have taken
pride in
their work and their living conditions. They built and
named their small compound “Camp Tuefel-Hunden,” a
reference to the moniker given to the Marines during
WW I. The camp is dedicated to the Marines who gave
their lives while deployed to this area of operations
since
11 September 2001. Initially operating out of
generalpurpose
canvas tents that constantly leaked during
Afghanistan showers, the Marines erected an
expeditionary
hangar that provided improved shelter from the harsh
environment. But weather was not the only obstacle.
They
had to work on aircraft under the pitch-black
Afghanistan
nights. Due to the constant threat of enemy direct and
indirect fire (the base has been attacked several
times
since VMA-513 arrived), the Marines must work without
the benefit of “white” light while operating on the
flightline. If an aircraft cannot be moved into the
hangar,
the job must be done out on the line—working with only
a
red lens flashlight on moonless or overcast nights.
When
asked what he thought of the situation, power line
mechanic Sergeant David Harris responded, “It’s good
to
go. I enjoy the challenges. It makes the time go by
faster.”
The Harriers are heavily requested assets within the
area of operations. Their proven reliability has won
the
confidence of those unfamiliar with the unique aspects
of
the AV-8B. U.S. and coalition forces are using new
technologies to fight this war, and they rely on night
operations more than ever.
In this regard, the
Nightmares and
their nightattack
aircraft live up to
their namesake. At least 80
percent of their sorties are
conducted at night. Using
night-vision goggles and
their newly issued Litening
II targeting pod, the pilots
can see into the darkness of
the Afghanistan landscape
and provide detailed
information to ground
personnel who are either
looking for the enemy or
are actually engaged in
combat with them. Flight
operations at night are
strictly “lights out” or
“covert” due to the
surrounding threat. One
pilot said, “We face danger as soon as we take off and
until we land. It’s not like we have the luxury of
taking off
far behind enemy lines and then prepare ourselves for
combat. We’re smack dab in the middle of it.”
Thanks to the ingenuity of the squadron’s maintenance
department, the AV-8Bs were equipped with an infrared
approach light before deployment. The light allows the
pilot to see the “blacked out” runway during approach
and
landing, as well as allowing the pilot to navigate the
aircraft on the unlit taxiways that are often lined
with old
Soviet mines. Thus, it’s not just the environment
outside
the base that is a hazard, but within as well. Since
the
squadron’s arrival, the daily
detonations of unexploded
ordnance being cleared by
explosive ordnance teams are a
constant reminder of the threat
and danger in a combat
environment. VMA-513’s safety
record and approach to business
has mitigated these risks and
resulted in no accidents or
injuries. Protecting each other as
well as their assets comes
naturally to the Nightmares,
which completed 47,000
mishap-free flight hours as of
January 2003.
The Nightmares are a long
way from home. They flew
halfway around the world to
support their country’s efforts.
Afghanistan may be different
than Yuma, but it is similar in
20 Naval Aviation News May–June
2003
Above, a VMA-513 AV-8B is bathed in
the warm glow of the early
morning sun. Facing page, top, a
pilot debriefs ordnancemen
after a mission. Note the gun on the
staff sergeant; all occupants
at Bagram carry a loaded weapon.
Facing page, bottom, AV-8Bs
await the next flight. The burned out
hangar in the background
was converted into the base
entertainment theater.
many ways. One Marine summarized the sights of the
country by describing the four colors he sees daily: “Gray,
the color of the aircraft and sky. Green, the color of
a few
trees, many tents and military vehicles. White, the
color of
the mountains due to ever-present snow. Brown, the
color
of everything else.” A fine dust covers the barren
landscape. It resembles the fine cocoa powder found
inside
the Marines’ MREs (meals ready to eat). The dust
resides
anywhere that is not paved or layered in gravel. When
one
walks on top of this powdery dirt, a brown haze lifts
from
the ground and trails the individual’s steps.
“I have to clean my glasses four times a day and I don’t
even work outside,” said Lance Corporal Mechelle
Ramsay, VMA-513’s operations clerk. A native of
Jamaica,
she said she doesn’t like the snow either, but it’s
one or the
other in Afghanistan.
The wind can also be a serious challenge. Dust storms
often reduce visibility to less than a mile. But the
dirt,
dust, rain and snow in Afghanistan have not deterred
the
Marines in their mission. They continue to work
12-hour
shifts, 7 days a week. When asked about the long
hours,
aviation ordnanceman Sgt. David Morrell said, “What
else are we going to do out here? Besides, it’s what I
joined up for.” Sgt. Morrell is a newly married Marine
who misses his family. His first child, a boy, was
born in
December 2002 but he has only seen pictures of him.
When the Marines aren’t working, eating or sleeping
they can often be found calling or emailing their
loved
ones back home. Asked what he missed most, Capt. Dan
Carlson said, “My family, of course, but it sure would
be
nice to have good Mexican dinner.”
The Mexican food will have to
wait. For now, the Nightmares are
focused on the mission at hand, and
that means getting aircraft ready for
the next launch. Critics will continue
to debate the utility of the AV-8B.
Their opinions and arguments are
important, but the Marines and
Sailors of VMA-513 are concerned
with one thing: making sure they
continue to get the job done and do
it professionally. As one Marine
summed up, “The sooner we can
accomplish the mission, the sooner
we can go home.”
Maj. Franzak is executive officer of VMA-513.
Naval Aviation News May–June 2003 21
In the months
following the 7 December 1941 attack on
Pearl Harbor, Hawaii, Japanese forces swept across the
Pacific and the eyes of the American public were
increasingly drawn to remote island outposts.
Characteristic of the motto “First to Fight,” these
small
islands were defended to a great extent solely by U.S.
Marines, who captured the public’s imagination with
their
heroism. Among those who fought was an unlikely hero,
Captain Richard E. Fleming, who in June 1942
participated in the pivotal sea battle fought in the
waters
surrounding the small atoll of Midway.
A son of the Midwest, Richard E.
Fleming was born in St. Paul, Minn., on
2 November 1917 to a devout Catholic
family. He attended St. Thomas
Military Academy and then St. Thomas
College before transferring to the
University of Minnesota, from which
he graduated in June 1939. During this
time he began dating Peggy Crooks,
whom he had met at the corner
drugstore when they were both
teenagers. Within months of his
graduation from college, the German
blitzkrieg rolled into Poland, triggering
war in Europe. Despite having already
obtained a reserve commission in the
U.S. Army through ROTC at St.
Thomas Military Academy, Fleming
opted out of life as an infantryman in
favor of the chance to soar among the
clouds. Signing on as an aviation cadet,
he reported to the Naval Reserve air
base in nearby Minneapolis for
Elimination Base training, which determined his
aptitude
for flying.
Logging flight time in open cockpit N3N trainers in
the
dead of the harsh Minnesota winter was enough to test
the
mettle of any young man. Fleming’s classmates noted
his
propensity for napping at every opportunity and
commented in the class scrapbook, “Gets his exercise
swabbing out the head and fighting the mice for
possession of his bunk.” With 11.9 hours of flight
time in
his logbook, Fleming finished E-base on 13 January
1940,
and the following month departed for the more pleasant
climate of Naval Air Station Pensacola, Fla. It is not
surprising, given the fact that his instructor in
Minneapolis
was popular Marine Capt. Charles Schlapkohl, that
Fleming aspired to depart Pensacola with his wings
pinned
on the uniform of a Marine second lieutenant.
Pensacola was a bustling place on the eve of American
entry into WW II. The passage of the Naval Aviation
Cadet Act in 1935 greatly increased the number of
trainees
coming to the area. Among those at the “Cradle of
Naval
Aviation” during Fleming’s time there were many future
members of the famed “Flying Tigers,” as well as men
who were to join him in combat at Midway.
Despite his previous military training, Fleming
received
his share of demerits for such infractions as
unauthorized
absence from formation and personal articles “adrift”
or
“not in proper order.” For failure to submit a
required fuel
diagram prior to soloing in the TBD Devastator in
November 1940, he was required to sketch the fuel
system
of the aircraft on a blackboard and
study it each day between 0700 and
0800 for one week. He also had a
slight midair collision on one training
flight, brushing the wing of another
student’s plane on a formation flight.
Despite this, Fleming performed
well for his instructors, one of whom
was future wartime fighter skipper
Lieutenant Joseph C. Clifton, USN,
and Fleming was assigned to “carriertype
airplanes.” Completing training
on 6 December 1940, he received his
designation as Naval Aviator Number
6889 and orders to the Second Marine
Aircraft Group in San Diego, Calif.
A year and one day after receiving
his wings, First Lieutenant Richard E.
Fleming found himself at war. Ten
days after the Japanese attack on Pearl
Harbor, he joined his squadronmates
in Marine Scout Bombing Squadron
(VMSB) 231 on a 1,137-mile
overwater flight from Ewa Mooring Mast Field in Hawaii
to Midway Atoll as part of the effort to bolster its
defenses. Upon arrival they set about making
themselves
at home on the atoll’s Eastern Island. Living
conditions
were rustic, with the men housed in underground
dugouts
covered with vegetation. During high winds or storms,
the
water level rose in the dugouts, immersing the lower
bunk
in water, thus “senior” personnel commandeered the
upper
bunks.
Training flights included occasional squadron
formation
flights, antisubmarine patrols and practice bombing
runs
against an old barge in the lagoon. One pilot recalled
his
gunner using white caps on the Pacific as targets
during
gunnery practice. The squadron aircraft, the SB2U-3
Vindicator, left much to be desired. Covered mainly
with
fabric, which due to age and the Pacific heat would
peel
off in too steep a dive, the aircraft was known
derisively as
the “Wind Indicator.”
22 Naval Aviation News May–June
2003
Above, Aviation Cadet Fleming at NAS
Pensacola, Fla., in 1940. Facing
page,
Fleming was killed while flying an
SB2U-
3 Vindicator during the 5 June 1942
attack on the Japanese cruiser Mikuma.
ALWAYS
FAITHFUL
By Hill Goodspeed
As the weeks passed, the squadron noted a distinct
buildup of the defenses at Midway. Changes were afoot
also in the squadron’s redesignation to VMSB-241 and
the
arrival of new pilots. One of them was a fellow
Minnesotan, Second Lieutenant Tom Gratzek, who in one
letter home included a popular stamp that featured a
Marine Corps emblem and the words “We’ll Hold Midway
’Til Hell Freezes Over.” There was no doubt of the
leathernecks’ fighting spirit, which was bolstered in
late
May with the arrival of 16 SBD-2 Dauntless
dive-bombers,
a distinct improvement over the Vindicators. Squadron
pilots and gunners could receive only the bare minimum
of
indoctrination in their new aircraft—two flights at
the
maximum—because code breakers at Pearl Harbor had
uncovered Japanese plans that would cast them as
central
players in a momentous sea battle.
On the morning of 3 June 1942, PBY Catalina patrol
plane crews sent the electrifying news that they had
spotted elements of the approaching Japanese fleet.
The
next day VMSB-241 joined Navy and Army Air Forces
aircraft in launching a strike
against the enemy. Sixteen
pilots and gunners, including
Fleming and his gunner,
Corporal Eugene Card, flew
SBD-2s, with the remaining
11 crews flying Vindicators.
While their Imperial Japanese
Navy counterparts winged
their way toward the atoll for
bombing attacks, VMSB-241
set its sights on enemy
carriers. As part of the formation, Fleming flew wing
on
squadron CO Major Lofton R. Henderson. Shortly before
0800, while at an altitude of 9,500 feet, the
formation
spotted the telltale wakes of enemy carriers below. As
the
Dauntlesses maneuvered into position for an attack,
Fleming yelled over the radio, “Here they come,” as
Zero
fighters of the Japanese combat air patrol began
making
attacks against the Marine planes.
Henderson’s plane was among the first to fall, leaving
it
to Fleming to lead the attack. Braving a hail of
bullets
from antiaircraft guns and fighters, he pressed home a
run
against the carrier Hiryu, dropping his bomb
from 400 feet.
With his wounded gunner still fighting off attacking
fighters, Fleming descended to low altitude, jinking
the
trusty Dauntless to throw off the aim of his pursuers.
“We
may have to sniff our way home,” Fleming told Card.
Indeed, their aircraft was holed 179 times, with some
rounds destroying parts of the instrument panel as
well as
the compass. Joining up with the aircraft flown by
Capt.
Elmer Glidden, Fleming returned his bullet-riddled
aircraft
to Midway, proclaiming “Boys, there is one ride I am
glad
is over,” to the leathernecks who ran out to his plane
when
it rolled to a stop. Of the 16 SBD-2s that had departed
Midway earlier that morning, 8 were shot down over the
enemy fleet. Fleming made another flight before the
day
was out, participating in a fruitless search for one
of the
burning Japanese carriers hit by Navy dive-bombers
earlier
in the day. The mission claimed the life of VMSB-241’s
skipper of just a few hours, Maj. Benjamin Norris.
The following day Fleming was in the air again, this
time leading a flight of six SB2U-3s in a strike
against the
Japanese heavy cruisers Mogami and Mikuma, which
had
collided the previous night and had been spotted early
that
morning by a patrolling PBY. As Fleming’s planes,
which
were joined by six VMSB-241 SBD-2s, made their way
toward the contact position, a telltale oil slick on
the water
led them straight to the ships. During their approach
the
Japanese defenders put up a spirited defense with
antiaircraft guns that found their mark. Unable to
execute a
true dive-bombing attack with his Vindicator, Fleming
began a glide bombing run out of the sun from an
altitude
of 4,000 feet, setting his sights on Mikuma.
With smoke
and flames emanating from his engine almost
immediately,
Fleming managed to maintain control of the plane and
drop his bomb, which was a near-miss. However, as he
began to pull out, his
Vindicator burst into flames
and neither Fleming nor his
gunner, Private First Class
George A. Toms, were ever
found. Like the previous day,
the Marines had suffered
painful losses without scoring a
hit on the enemy.
The war diary for VMSB-
241 filed after the Battle of
Midway cited the squadron
members for their display of “guts,” particularly for
the
morning flight of 4 June. Also, as testament to the
intensity
of combat, it was recommended that all of the
surviving
squadron aircraft be stricken from the inventory due
to
battle damage. Peculiarly, this same war diary
concluded,
“No particular examples of outstanding bravery were
noted.” As the months passed, this assessment changed
with respect to Capt. Fleming. On 24 November 1942,
President Franklin D. Roosevelt personally presented
Mrs.
Michael E. Fleming her son’s posthumous Medal of
Honor,
and the following September the Navy commissioned a
destroyer escort named in the deceased pilot’s honor.
A more personal tribute came in the form of Fleming’s
last letter to Peggy Crooks, which he directed to be
delivered in the event of his death. “Letters like
this should
not be morbid nor maudlin, and we’ll let it suffice to
say
that I’ve been prepared for this rendezvous for some
time,”
he wrote from Midway on 30 May. “This is something
that
comes once to all of us; we can only bow before it.”
Hence, Richard E. Fleming’s life ended just as it had
begun, in a world at war.
Hill Goodspeed is a historian at the National Museum of
Naval Aviation,
Pensacola, Fla.
Naval Aviation News May–June 2003 23
Naval Aviation News May–June 2003 29
Hank
Caruso’s AerocaturesTM Sketchbook:
Semper
Fly!
The Gator’s Teeth. As we enter
the new millennium, Marine Corps
Aviation is going through a growth
spurt. Facing page: Some aircraft,
such as the F/A-18 Hornet and CH-
53 Sea Stallion, will grow older more
or less gracefully with evolutionary
upgrades. Others, like the KC-130J
Hercules and the four-bladed UH-1Y
“Huey” and AH-1Z Super Cobra, are
the beneficiaries of major
makeovers. And some, including the
elderly CH-46 Sea Knight and
spunky AV-8B Harrier II, will be
phased out as they are replaced by
the revolutionary MV-22 Osprey and
F-35 Joint Strike Fighter. Newer and
larger LHD amphibious assault ships
will replace the LHAs of the “Gator
Navy” as seagoing roosts for many
of the Corps’ birds. And what about
the aging but indispensable EA-6B
Prowler? No one knows.
Corps Values—Korea. By the time the Korean War ended,
Marine Corps Aviation was well on its way to becoming
a modern
jet force. The new Grumman F9F Panther (right) joined
the
venerable Vought F4U Corsair (top left) and Douglas AD
Skyraider
(bottom) in their ground attack missions. The Douglas
F3D
Skynight (top) flew night-fighter missions using
advanced airborne
radar, while the McDonnell F2H-2P Banshee (bottom
left) provided
vital aerial reconnaissance.
Illustrations
and Text © Hank Caruso
Harrier’s In Hot! The AV-8B
Harrier II could well be a poster child
for Marine Corps Aviation. With its
vertical/short takeoff and landing
capabilities, it can operate from smalldeck
carriers and unimproved fields. It
can deliver a wide variety of ordnance
to support close-in ground operations.
And with its extraordinary vectored
thrust capabilities, it’s a major threat in
air combat. Eventually, it will be
replaced by the F-35 Joint Strike
Fighter, but until then no other U.S.
military service flies anything like it.
30 Naval Aviation News May–June
2003
Semper Torque. Aircraft
with
spinning blades are indispensable to
Marine Corps operations. The massive
CH-53 Sea Stallion (bottom) moves
troops and cargo in and out of harm’s
way. The AH-1W Super Cobra gunship
(top left) is a lethal chaperone for ground
forces. The twin-rotor CH-46 Sea Knight
(top right) ferries supplies and ordnance
between ships at sea and transports
assault troops. The KC-130 Hercules
(bottom right) refuels Marine Corps and
Navy aircraft in flight. The UH-1 “Huey”
workhorse (bottom left) has a long
history with the Corps, while the MV-22
Osprey (middle right) awaits its chance to
serve.
Tilt with an Attitude. Perhaps the MV-22
Osprey should be renamed Phoenix since this
remarkable and controversial aircraft has twice
risen from the ashes of skepticism and tragedy.
Nevertheless, the Marine Corps is counting on
the Osprey with its tilting prop-rotors to fill
vital operational roles in the coming years.
Currently, the MV-22 is undergoing a new
round of flight tests to exorcise the demons
lurking in unexplored regions of its unique
flight envelope. Whatever the outcome, the
Osprey is certain to leave its mark on aviation
history.
Palms Away! NAS
Miramar, Calif., was known as
“Fightertown USA,” the home of TOPGUN, the
Navy’s Fighter Weapons School. All of this changed in
1997 when the base became MCAS Miramar. The base
is now home to the 3d Marine Aircraft Wing, whose
“palm pilots” have introduced the area’s trademark
vegetation to a new breed of aviator and aircraft,
including the F/A-18 Hornet (left), CH-53 Sea Stallion
(below) and the occasional AV-8B Harrier II (right).
This Aerocature™ was created for the Marine
Corps Aviation Association.
Naval Aviation News May–June 2003 31
Looking Out for Number One.
Specially created for the Marine Corps
Aviation Association, this
Aerocature™ shows the diverse range
of missions that Marine Corps Aviation
fulfills in service to the nation.
National interests are represented by
the USAF F-106 (top) at one time
flown by President George W. (note
the posing of the aircraft) Bush. “He”
is guarded by the F/A-18 Hornet (left)
and the AH-1W Sea Cobra (below
left). The VH-3 Sea King (below right)
serves as Marine One when the
President is aboard, while the EA-6B
Prowler (right) provides vital
electronic countermeasures protection.
Bullets, Bombs and Buzz
Cuts. The
Marine Corps’ big gun
for now and the foreseeable
future is the F/A-18 Hornet. The
versatile aircraft can fight the bad
guys both in the air and on the
ground during the same mission.
With the addition of night-vision
goggles, Marine Corps Hornet
drivers can fly their deadly
missions regardless of where the
sun is—or isn’t—in the sky.
The Greatest Meets the Latest.
This AerocatureTM
salutes the
Marine Corps Aviation community,
which has served the United States
with consistent determination and
professionalism since 1912.
Although the aircraft have changed,
the spirit and attitude of Marine
Corps aviators, flight crew members
and ground support personnel
remain constant as the torch is
passed to each new generation.
The following overview highlights many of the critical
components of Marine Aviation today. It is not
intended to
be a comprehensive representation.
Marine Corps
Aviation was officially born on
22 May 1912, when Lieutenant Alfred A.
Cunningham, USMC, reported to the aviation
camp at Annapolis, Md., for “duty in connection with
aviation.” Today, two factors continue to make Marine
Aviation unique: its close relationship with Naval
Aviation and its unchanging objective to provide
direct
support to Marine ground forces in combat.
The tasks of Marine Aviation fall into six functional
areas: offensive air support, antiair warfare, assault
support, air reconnaissance, electronic warfare, and
control of aircraft and missiles. It is also employed
in
nontraditional roles, such as providing direct support
to
the President of the United States, aviation
detachments
for independent duty and forces for counterdrug
operations; as well as participating in disaster
relief
operations.
PH2 Alicia Tasz
Naval Aviation News May–June 2003 33
The flexible support provided from both naval sea
basing and austere sites ashore and the ability to
operate successfully in a joint or combined
environment highlight the value of Marine Aviation’s
expeditionary capabilities. Marine Corps Aviation
seeks to provide a responsive, fully integrated,
balanced and ready Aviation Combat Element (ACE).
Further reorganization and refinement will be
implemented as required by future force structure
decisions. Weapon system improvements will continue
to maximize combat power to the Marine Air-Ground
Task Force (MAGTF), while offsetting the potential
for tactical obsolescence. Readiness and training will
continue to be emphasized to ensure unity of effort
through a consistently capable, high-quality and
responsive aviation force.
Facing page, the amphibious assault
ship Iwo Jima (LHD 7)
displays an inspiring banner in March
2003. Facing page
inset, a Marine aircrewman loads
ammunition into the
magazine of his M-16 while aboard Kearsage
(LHD 3) in
February 2003. Above, HMH-462 CH-53Es
pass over assault
amphibian vehicles during Operation
Cobra Gold 2002 in
Thailand. Right, Aviation Boatswain’s
Mate Third Class
Jennifer Rohrbaugh signals an AH-1W
Super Cobra of
MAG-29 embarked aboard Saipan (LHA
2) in January 2003.
PH3 Robert Stratchko
PHAN Kyle T. Voigt
34 Naval Aviation News May–June
2003
MARINE HEAVY HELICOPTER
SQUADRON (HMH)
Flying the
CH-53D Sea Stallion and CH-53E
Super Stallion, provides assault helicopter
transport of heavy weapons, equipment and
supplies during amphibious and subsequent ashore
operations.
Left, a CH-53E Super Stallion
assigned to the
Heavy Haulers of HMH-462 takes off to
demonstrate an amphibious assault
during
Operation Cobra Gold 2002. Below, a
CH-53E from
the 31st Marine Expeditionary Unit
ACE performs
deck landing qualifications aboard Essex
(LHD 2).
CH-53D Sea Stallions from the Ugly
Angels of HMH-
362 conduct troop lift operations for
Landing Force
Cooperation Afloat Readiness and
Training in Brunei,
above, and execute heavy-lift
operations in support of
Operation Crow Valley in the
Philippines, right.
PHAN Marvin Thompson
SSgt. Jerry Morrison
Lt. Col. Doug Wadsworth
SSgt. Tad Ordoyne
Flying the AV-8B
Harrier II, attacks and
destroys surface targets under all-weather
conditions, day and night.
MARINE ATTACK SQUADRON
Above, an AV-8B Harrier II Plus from
the 24th
Marine Expeditionary Unit (Special
Operations
Capable) lands on the flight deck of Nassau
(LHA 4) after conducting flight
operations in the
U.S. Central Command area of
responsibility.
Right, a Harrier II from VMA-311
dumps fuel while chasing the
sun into MCAS Miramar, Calif.
Below right, a pair of AV-8Bs
from VMA-211 hold over
Bonhomme Richard (LHD 6)
waiting to recover. Above inset, a
VMA-311 Harrier II tanks with a
British L-1011 over Afghanistan
during a mission in support of
Operation Enduring Freedom
last year.
Capt. John Havener
Capt. Matt Haefner
Capt. Matt Haefner
36 Naval Aviation News May–June
2003
MARINE MEDIUM HELICOPTER
Flying the
CH-46E Sea Knight, supplies assault transport of
combat troops in the initial assault waves and
follow-on
stages of amphibious and subsequent ashore operations.
Top, a CH-46 Sea Knight prepares to
take off
from Kearsarge (LHD 3),
serving as the
flagship for the seven-ship
Amphibious Task
Force East conducting missions in
support
of Operation Enduring Freedom in
February
2003. Above, Marines from the 24th
Marine
Expeditionary Unit fast-rope from a
CH-46
Sea Knight during their Training in
an Urban
Environment Exercise. Left, a Marine
aircrewman prepares for flight in a
CH-46E
Sea Knight out of Kandahar,
Afghanistan,
during Operation Enduring Freedom.
PHC Johnny Bivera
PHAN Kenny Swartout
MARINE TACTICAL
ELECTRONIC
WARFARE
SQUADRON (VMAQ)
Flying the EA-6B
Prowler, conducts
airborne electronic warfare including
electronic attack/protection/support to
control the electromagnetic spectrum or
to attack the enemy in support of Fleet
Marine Force and joint operations.
Mike Wilson
Right, Capt. Dean Driskill of VMAQ-2
scans his equipment during a training
event. Below, VMAQ-2 crew members
exit
their EA-6B Prowler at U.S. Naval
Support
Activity Souda Bay, Crete, Greece, in
February 2003. The squadron is based
at
MCAS Cherry Point, NC.
Paul Farley
38 Naval Aviation News May–June
2003
Flying the UH-1N
“Huey” and AH-1W
Super Cobra, provides combat utility
helicopter support, attack helicopter fire
support and fire support coordination
during amphibious and subsequent ashore
operations.
MARINE LIGHT
ATTACK HELICOPTER
SQUADRON (HMLA)
Above, two AH-1W Super Cobra
helicopters from HMLA-167 fly over
Spain during a simulated
close-airsupport
mission while participating
in Exercise Dynamic Mix 2002.
On board amphibious ships such as
Tarawa (LHA 1), “skids” are an
integral part of the ACE. Left, an
AH-
1W Super Cobra takes off in the
Arabian Gulf. Below, ordnancemen
prepare a UH-1N Huey for flight.
Wendy Leland Wendy Leland
Flying the
F/A-18D Hornet, attacks and destroys
surface targets under adverse weather conditions
during both day and night missions, conducts
multisensor imagery reconnaissance, provides
supporting arms coordination, and intercepts and
destroys enemy aircraft during all types of weather.
Flying the
F/A-18A/C Hornet, intercepts and destroys enemy aircraft under
all-weather conditions, and attacks and destroys
surface targets.
MARINE FIGHTER ATTACK SQUADRON
MARINE ALL-WEATHER
FIGHTER ATTACK
Top, a pair of VMFA-251 F/A-18s drop
their hooks for the camera.
Above, an F/A-18 Hornet from VMFA-115
traps aboard Harry S. Truman
(CVN 75). Above right, F/A-18 weapon
systems operator Capt. Joe E.
Maybach of VMFA(AW)-121 hugs his
girlfriend before deploying for
Operation Enduring Freedom. Below,
Capt. Chuck Gant photographed
himself and another VMFA(AW)-533
F/A-18D Hornet in formation.
PH3 Christopher B. Stoltz
40 Naval Aviation News May–June
2003
MARINE AERIAL
REFUELER TRANSPORT
Flying the
KC-130 Hercules, provides tactical
aerial refueling service to Marine aviation
units, maintaining an all-weather capability and
operating from a variety of bases. Other tasks
include assault air transport, casualty
evacuation and ground refueling of air and
ground assets.
Top, the excellent visibility from
the KC-130 cockpit
is evident in this flight station
photo showing two
VMGR-252 pilots flying their Hercules
over California
last year. Inset to top, a KC-130F of
VMGR-152
refuels two thirsty F/A-18C Hornets.
Above, a KC-130
Hercules from VMGR-352 prepares for
its next
mission at an undisclosed forward
operating base,
while another Herc assigned to
VMGR-252 takes off
on a mission to transport Marines,
right, from the
26th Marine Expeditionary Unit back
to Kandahar
Airport in Afghanistan.
CWO William D. Crow CWO William D.
Crow
Ted Carlson
Ted Carlson
Naval Aviation News May–June 2003 41
Flying the F-5E
and F-5F Tiger
II, provides adversary tactics
training for Fleet Marine Force
and fleet squadrons.
Flying the VH-3D
Sea King, VH-60N
Blackhawk, CH-46 and CH-53E,
provides the President of the United States
with helicopter transportation, and tests and
evaluates helicopter systems for the Fleet
Marine Force.
MARINE FIGHTER
TRAINING SQUADRON
Right, a VMFT-401 F-5E flies wing
on a squadron two-seat F-5F.
Rick Llinares
MARINE HELICOPTER
MARINE FIGHTER
ATTACK TRAINING
Left, a VH-60N from HMX-1 sports an
immaculate green and white paint job.
Flying the
F/A-18A/C/D Hornet and the T-
34C Turbo-Mentor, provides the Fleet
Marine Force and fleet squadrons with
qualified F/A-18 Hornet pilots and weapon
Above, VMFAT-101 F/A-18Ds are used to
train
pilots and WSOs for duty with
VMFA(AW)
squadrons. Right, the T-34C is used
for
spotting during training missions.
Chuck Lloyd
Marine AirWings
First MAW MCAS Futenma, Okinawa, Japan
Second MAW MCAS Cherry Point, NC
Third MAW MCAS Miramar, CA
Fourth MAW NAS JRB New Orleans, LA
Headquarters/Headquarters Squadrons
HHS-17 Camp Foster, Okinawa, Japan
HHS-18 MCAS Futenma, Okinawa, Japan
HHS-27 MCAS Cherry Point, NC
HHS-28 MCAS Cherry Point, NC
HHS-37 MCAS Miramar, CA
HHS-38 MCAS Miramar, CA
HHS-Beaufort MCAS Beaufort, SC
HHS-Futenma MCAS Futenma, Okinawa, Japan
HHS-Iwakuni MCAS Iwakuni, Japan
HHS-Kaneohe MCAF Kaneohe Bay, HI
HHS-Miramar MCAS Miramar, CA
HHS-New River MCAS New River, NC
HHS-Yuma MCAS Yuma, AZ
Marine Wing Headquarters Squadrons
MWHS-1 MCAS Futenma, Okinawa, Japan
MWHS-2 MCAS Cherry Point, NC
MWHS-3 MCAS Miramar, CA
Marine Wing Support Groups
MWSG-17 Camp Foster, Okinawa, Japan
MWSG-27 MCAS Cherry Point, NC
MWSG-37 MCAS Miramar, CA
MWSG-47 Selfridge ANGB, MI
Marine Wing Communications Squadrons
MWCS-18 MCAS Futenma, Okinawa, Japan
MWCS-28 MCAS Cherry Point, NC
MWCS-38 MCAS Miramar, CA
MWCS-48 NTC Great Lakes, IL
Marine Wing Support Squadrons
MWSS-171 MCAS Iwakuni, Japan
MWSS-172 MCAS Futenma, Okinawa, Japan
MWSS-271 Bogue Airfield, NC
MWSS-272 MCAS New River, NC
MWSS-273 MCAS Beaufort, SC
MWSS-274 MCAS Cherry Point, NC
MWSS-371 MCAS Yuma, AZ
MWSS-372 MCAS Camp Pendleton, CA
MWSS-373 MCAS Miramar, CA
MWSS-374 MCAGCC Twentynine Palms, CA
MWSS-471 NAS JRB Fort Worth, TX
MWSS-472 NAS JRB Atlanta, GA
MWSS-473 MCAS Miramar, CA
MWSS-474 NAS JRB Willow Grove, PA
Marine Aircraft Groups
MAG-11 MCAS Miramar, CA
MAG-12 MCAS Iwakuni, Japan
MAG-13 MCAS Yuma, AZ
MAG-14 MCAS Cherry Point, NC
MAG-16 MCAS Miramar, CA
MAG-24 MCAF Kaneohe Bay, HI
MAG-26 MCAS New River, NC
MAG-29 MCAS New River, NC
MAG-31 MCAS Beaufort, SC
MAG-36 MCAS Futenma, Okinawa, Japan
MAG-39 MCAS Camp Pendleton, CA
MAG-41 NAS JRB Fort Worth, TX
MAG-42 NAS JRB Atlanta, GA
MAG-46 MCAS Miramar, CA
MAG-49 NAS JRB Willow Grove, PA
Marine Air Control Groups
MACG-18 MCAS Futenma, Okinawa, Japan
MACG-28 MCAS Cherry Point, NC
MACG-38 MCAS Miramar, CA
MACG-48 NTC Great Lakes, IL
Attack Squadrons
VMA-211 MCAS Yuma, AZ
VMA-214 MCAS Yuma, AZ
VMA-223 MCAS Cherry Point, NC
VMA-231 MCAS Cherry Point, NC
VMA-311 MCAS Yuma, AZ
VMA-513 MCAS Yuma, AZ
VMA-542 MCAS Cherry Point, NC
Fighter Attack Squadrons
VMFA-112 NAS JRB Fort Worth, TX
VMFA-115 MCAS Beaufort, SC
VMFA-122 MCAS Beaufort, SC
VMFA-134 MCAS Miramar, CA
VMFA-142 NAS JRB Atlanta, GA
VMFA-212 MCAS Iwakuni, Japan
VMFA-232 MCAS Miramar, CA
VMFA-251 MCAS Beaufort, SC
VMFA-312 MCAS Beaufort, SC
VMFA-314 MCAS Miramar, CA
42 Naval Aviation News May–June
2003
Marine Corps Aeronautical Organization—U.S. Marine Corps
Aviation
VMFA-321 NAF Washington, DC
VMFA-323 MCAS Miramar, CA
All Weather Fighter Attack Squadrons
VMFA(AW)-121 MCAS Miramar, CA
VMFA(AW)-224 MCAS Beaufort, SC
VMFA(AW)-225 MCAS Miramar, CA
VMFA(AW)-242 MCAS Miramar, CA
VMFA(AW)-332 MCAS Beaufort, SC
VMFA(AW)-533 MCAS Beaufort, SC
Tactical Electronic Warfare Squadrons
VMAQ-1 MCAS Cherry Point, NC
VMAQ-2 MCAS Cherry Point, NC
VMAQ-3 MCAS Cherry Point, NC
VMAQ-4 MCAS Cherry Point, NC
Aerial Refueler Transport Squadrons
VMGR-152 MCAS Futenma, Okinawa, Japan
VMGR-234 NAS JRB Fort Worth, TX
VMGR-252 MCAS Cherry Point, NC
VMGR-352 MCAS Miramar, CA
VMGR-452 Stewart ANGB, NY
Transport Squadron
VMR-1 MCAS Cherry Point, NC
Unmanned Aerial Vehicle Squadrons
VMU-1 MCAGCC Twentynine Palms, CA
VMU-2 MCAS Cherry Point, NC
Heavy Helicopter Squadrons
HMH-361 MCAS Miramar, CA
HMH-362 MCAF Kaneohe Bay, HI
HMH-363 MCAF Kaneohe Bay, HI
HMH-461 MCAS New River, NC
HMH-462 MCAS Miramar, CA
HMH-463 MCAF Kaneohe Bay, HI
HMH-464 MCAS New River, NC
HMH-465 MCAS Miramar, CA
HMH-466 MCAS Miramar, CA
HMH-769 Edwards AFB, CA
HMH-772 NAS JRB Willow Grove, PA
Helicopter Light Attack Squadrons
HMLA-167 MCAS New River, NC
HMLA-169 MCAS Camp Pendleton, CA
HMLA-267 MCAS Camp Pendleton, CA
HMLA-269 MCAS New River, NC
HMLA-367 MCAS Camp Pendleton, CA
HMLA-369 MCAS Camp Pendleton, CA
HMLA-773 NAS JRB Atlanta, GA
HMLA-775 MCAS Camp Pendleton, CA
Medium Helicopter Squadrons
HMM-161 MCAS Miramar, CA
HMM-162 MCAS New River, NC
HMM-163 MCAS Miramar, CA
HMM-165 MCAS Miramar, CA
HMM-166 MCAS Miramar, CA
HMM-261 MCAS New River, NC
HMM-262 MCAS Futenma, Okinawa, Japan
HMM-263 MCAS New River, NC
HMM-264 MCAS New River, NC
HMM-265 MCAS Futenma, Okinawa, Japan
HMM-266 MCAS New River, NC
HMM-268 MCAS Camp Pendleton, CA
HMM-364 MCAS Camp Pendleton, CA
HMM-365 MCAS New River, NC
HMM-764 Edwards AFB, CA
HMM-774 NS Norfolk, VA
Helicopter Squadron Experimental/Executive
Transport
HMX-1 MCAF Quantico, VA
Attack Training Squadron
VMAT-203 MCAS Cherry Point, NC
Fighter Attack Training Squadron
VMFAT-101 MCAS Miramar, CA
Fighter Training Squadron
VMFT-401 MCAS Yuma, AZ
Aerial Refueler Transport Training Squadron
VMGRT-253 MCAS Cherry Point, NC
Tilt-rotor Training Squadron
VMMT-204 MCAS New River, NC
Helicopter Training Squadrons
HMMT-164 MCAS Camp Pendleton, CA
HMT-301 MCAF Kaneohe Bay, HI
HMT-302 MCAS New River, NC
HMT-303 MCAS Camp Pendleton, CA
Aviation Weapons and Tactics Squadron
MAWTS-1 MCAS Yuma, AZ
Naval Aviation News May–June 2003 43
Aviation Logistics Squadrons
MALS-11 MCAS Miramar, CA
MALS-12 MCAS Iwakuni, Japan
MALS-13 MCAS Yuma, AZ
MALS-14 MCAS Cherry Point, NC
MALS-16 MCAS Miramar, CA
MALS-24 MCAF Kaneohe Bay, HI
MALS-26 MCAS New River, NC
MALS-29 MCAS New River, NC
MALS-31 MCAS Beaufort, SC
MALS-36 MCAS Futenma, Okinawa, Japan
MALS-39 MCAS Camp Pendleton, CA
MALS-41 NAS JRB Fort Worth, TX
MALS-42 NAS JRB Atlanta, GA
MALS-46 MCAS Miramar, CA
MALS-49 NAS JRB Willow Grove, PA
Air Control Squadrons
MACS-1 MCAS Camp Pendleton, CA
MACS-2 MCAS Beaufort, SC
MACS-4 MCAS Futenma, Okinawa, Japan
MACS-6 MCAS Cherry Point, NC
MACS-7 MCAS Yuma, AZ
MACS-23 Buckley ANGB, CO
MACS-24 FCTC Dam Neck, VA
Air Support Squadrons
MASS-1 MCAS Cherry Point, NC
MASS-2 MCAS Futenma, Okinawa, Japan
MASS-3 MCAS Camp Pendleton, CA
MASS-6 NTC Great Lakes, IL
Tactical Air Control Squadrons
MTACS-18 MCAS Futenma, Okinawa, Japan
MTACS-28 MCAS Cherry Point, NC
MTACS-38 MCAS Miramar, CA
MTACS-48 NTC Great Lakes, IL
Low Altitude Air Defense Battalions
First Stinger Battery MCAS Futenma, Okinawa, Japan
Second LAAD MCAS Cherry Point, NC
Third LAAD MCAS Camp Pendleton, CA
Fourth LAAD Pasadena, CA
Shore Commands
Air Bases Eastern Area MCAS Cherry Point, NC
Air Bases Western Area MCAS Miramar, CA
Bogue Airfield, NC
Buckley ANGB, CO
Camp Foster, Okinawa, Japan
Edwards AFB, CA
FCTC Dam Neck, VA
Marine Aviation Detachment NAWS China Lake, CA
Marine Aviation Detachment NAWC Patuxent River, MD
Marine Aviation Training
Support Group NAS Corpus Christi, TX
Marine Aviation Training
Support Group NAS Lemoore, CA
Marine Aviation Training
Support Group NAS Meridian, MS
Marine Aviation Training (Continued on next page)
44 Naval Aviation News May–June
2003
Capt. Stan V. DeGeus, commanding
officer of Bonhomme Richard (LHD 6), watches an AV-8B Harrier II hover
within feet of
the bridge window.
PH3 Staci M. Bitzer
Support Group NAS Pensacola, FL
Marine Aviation Training
Support Group NAS Whidbey Island, WA
MCAGCC Twentynine Palms, CA
MCAF Kaneohe Bay, HI
MCAF Quantico, VA
MCAS Beaufort, SC
MCAS Camp Pendleton, CA
MCAS Cherry Point, NC
MCAS Futenma, Okinawa, Japan
MCAS Iwakuni, Japan
MCAS Miramar, CA
MCAS New River, NC
MCAS Yuma, AZ
NAF Washington, DC
NAS JRB Atlanta, GA
NAS JRB Fort Worth, TX
NAS JRB Willow Grove, PA
NTC Great Lakes, IL
Pasadena, CA
Selfridge ANGB, MI
Stewart ANGB, NY
Note: Organization chart includes only Marine Aviation
units
active as of press time. Information compiled by the
Naval
Aviation History Branch, Naval Historical Center.
Naval Aviation News May–June 2003 45
Most people
think of an “ace” as the highest card in
a deck of playing cards. The dictionary also
defines the word as an expert in a given field—
someone at the top of their “game.” The latter
accurately
describes former Marine pilot Lieutenant Colonel John
F.
Bolt, USMC (Ret.). A Naval Aviator during WW II and
Korea, Bolt is one of only a few aces to shoot down
five
or more enemy aircraft during two wars, and the only
Marine jet ace in Korea.
Born on 19 May 1921 in Laurens, S.C., Bolt’s family
later moved to Florida where he attended college. He
began his Marine Corps career in
1942 at Pensacola, Fla., and earned
his wings later that year. His first
tour of duty was with the famed
Black Sheep of
Marine Fighter
Squadron (VMF) 214 during WW II. Bolt scored his first
six victories while flying the Vought F-4U Corsair
during
the Solomon Islands campaign. The six kills were
recorded in less than four months. On 23 September
1923, then-Captain Bolt got his first two Zeros. Three
weeks later he shot down a Zeke, and while making his
way back to base destroyed an enemy barge with 25 to
30 Japanese aboard. In December of that year he added
two Zekes and finished his sixth kill on 4 January
1944.
During this time, one admiral called Bolt “a one-man
war on Japanese shipping.”
Bolt stayed on active duty after the war, and
following a staff tour he was assigned duty in
Korea in mid-1952, flying ground attack
missions in F9F Panther jets with VMF-115. In March
1953, he was one of only four Marine pilots invited to
fly a 90-day exchange tour with the Air Force.
Attached
to the 39th Fighter Interceptor Squadron, he became
wingman to Capt. Joseph McConnell, the Air Force’s
leading jet ace. Bolt flew the North American F-86
Sabre
on 34 sweeps and shot down 4 MiG-15s, one each on 16
May and 22, 25, 30 June. He got a three-month exchange
extension and added two more victories on 11 July to
become a jet ace.
Of all the combat missions in which Bolt participated,
one stands out. “The only one I
vividly remember after 50 years is
when my wingman, Ed Harper, got a
kill just before I got one,” Bolt said.
“He was down 300 or 400 feet
below me. We were going through a gaggle of enemy
aircraft, and they were all scattered around. I looked
down and old ‘Harpo’ had blown one up, and then he
flew right into a fireball. About that time I was in a
shooting position, so I turned around and was banging
away. I shot down one or maybe even two. I didn’t
expect to ever see Harpo again. I didn’t on the way
home; we were separated. When we got home, his plane
was just smoked up. We could take our fingers and drag
them down the wing or anywhere on his plane, leaving
lines in the soot.”
The flying skills and courage it takes to make
an “ace” is what sets these fliers apart. With his
extraordinary records compiled during two
wars, John F. Bolt is indeed an ace among
aces.
Lt. Col. Bolt retired from the Marine Corps in 1962
and went on to prosperous careers in both business
and law. He and his wife of almost 60 years,
Dottie, reside in New Smyrna Beach, Fla.
Naval Aviation News May–June 2003 45
AN
ACE AMONG
ACES
Below, Capt. John Bolt as a
transition jet
pilot in 1949 climbs into his TO-1
Seastar
while assigned to VMF-311.
By
JO1(SW) Ed Wright
This article summarizes
activities during the last
phase of the Korean War.
To understand the military
conflict in Korea, it is
important to know the
mood of the American
people and the state of
readiness of our military
forces when the war
began. It was a military
conflict without a
declaration of war, and for the personnel involved
it was a frustrating and dangerous war for
survival. From a military viewpoint, operations
were frequently constrained by politically
dictated rules of
engagement that
prevented a quick ending
to the conflict. Public
support dwindled as the
fighting continued and
casualties mounted.
Though WW II had
ended successfully in the
mid-1940s, the American
people were tired of war
and could no longer
foresee any military threat to the United States or
world peace. As a result of demobilization efforts,
military budgets and manpower requirements
were given lower priority within the national
46 Naval Aviation News May–June
2003
When the Korean
conflict commenced in June
1950, I was a flight instructor in Advanced
Training Unit (ATU) 1 of the Naval Aviation
Training Command at NAS Corpus Christi, Texas. The
unit’s F4U Corsair trainers had previously performed
on
a five-day schedule, but now flight operations were
often
suspended several days prior to the end of each month
due to lack of funds for aircraft fuel. All of Naval
Aviation was in a reduced state of readiness during
the
efforts to transition from prop-driven to jet-powered
aircraft, especially during a period of reduced
military
spending. Many Navy and Marine Corps squadrons were
well below their normal operating allowance of
manpower and aircraft.
An early indication of the seriousness of the
situation
was when the training command was ordered to transfer
all of its F4Us to Navy and Marine Corps fleet
squadrons. The Corsairs were replaced by WW II-vintage
F6F Hellcats that had been stored in the Arizona
desert.
The poor condition of the F6Fs and a sudden demand to
increase the rate of pilot training placed an unusually
heavy workload on the training units. At the same
time,
there was a shortage of experienced pilots in the
fleet
squadrons, and many of the flight instructors and
critical
maintenance personnel were assigned to fleet units.
Since I had just returned from an overseas tour, I was
retained in the training command and given additional
duties as aircraft maintenance officer. ATU-1 was
operating about 30 training aircraft with only 100
maintenance personnel. The challenge to meet the
accelerated flight training schedule was tremendous.
The sudden and unexpected military operations in
Korea highlighted a number of other requirements.
Based
on experience gained during WW II and in the
transition
to jet aircraft, it became apparent that Naval
Aviators
needed to improve their skills in instrument flying.
The
U.S. Naval School, All Weather Flight at Corpus
Christi
provided second-tour Navy and Marine Corps aviators a
three-month postgraduate course in instrument flying.
Looking back, this was probably one of the best flying
experiences and insurance that a Naval Aviator could
have.
By mid-1951 I was ordered to the Marine Corps Air
Technical Training School at Quantico, Va., to be an
instructor in aircraft maintenance. The war was
heating
up and many of my peers were sent to Korea. In 1952,
after completing jet refresher training in F9F
Panthers, I
departed in December with other replacement pilots for
Japan, where I was assigned to Marine Attack Squadron
(VMA) 323 in Korea. On 23 December I flew my first
combat flight against an interdiction target in North
Korea, where we received a
significant amount of small arms
and medium antiaircraft fire. By
the end of the month I had flown
four interdiction missions and
three close-air-support missions.
By this time military operations in Korea had been
going on for more than two years. United Nations (UN)
forces in South Korea consisted of military units from
the United States, the British Commonwealth, South
Korea and 13 other allied nations. U.S. Navy forces
were
under the direction of Commander Carrier Task Force
77.
The First Marine Aircraft Wing was responsible for
Marine air power in South Korea. Marine Aircraft
Groups (MAG) 33 and 12 were the two tactical
fighter/attack groups. MAG-33 included VMFs 115 and
311 with F9Fs; Marine All-Weather Fighter Squadron
513 flying F3D Skynights and F4U-5N and F7F Tigercat
night-fighter aircraft; and Marine Photographic
Squadron
1 operating F2H-2P Banshees, F7F-3P Tigercats, F4U-
5Ps and F9F-2Ps. MAG-12 consisted of VMA-121 flying
ADs, VMAs 223 and 323 with F4U and AU Corsairs,
and VMF-312 flying F4Us. Two squadrons were
assigned to the First Marine Division (Ground Force)
for
direct support. Marine Observation Squadron 6 flew OY
Sentinel and OE Bird Dog observation aircraft, TBM
Avengers and HTL and HO5S helicopters, while Marine
Helicopter Transport Squadron 161 operated HRS and
H05S helicopters for troop lift, supply delivery,
medevacs and recovery of downed pilots. In addition,
Marine Wing Support Squadron 1 R5D Skymasters and
R4D Skytrains carried mail, aircraft parts and
personnel
in and out of Korea, and flew occasional combat
support
missions.
Supporting elements included Marine Wing Support
Group 17, which provided aircraft maintenance and
logistic support from its base in Japan. The Marine
Aircraft Control Group supplied ground radar support
for
the control of Marine aircraft at airfields, and
tactical
control radar for all-weather precision bombing along
the
frontlines. In addition, AD-4W Skyraider electronic
warfare aircraft located, jammed and collected
information on enemy radars and radio communications.
As operations officer of VMA-323, I learned that
mission requirements fell into six general categories:
interdiction, close air support, armed reconnaissance,
rescue combat air patrol, precision radar bombing and
air
defense. The first two were predominant. The North
Korean and Chinese enemy forces set up extensive
antiaircraft defenses that made most close-air-support
missions difficult and dangerous. Interdiction
missions
scheduled in areas of heavy enemy antiaircraft weapon
defenses often included flak-suppression aircraft,
which
released proximity-fused bombs that were dropped from
a
high altitude and set to explode between 50 and 100
feet
above the ground to suppress enemy fire. For
close-airsupport
missions the target was usually within range of
friendly artillery positions, so
timing and coordination were very
important to take maximum
advantage of the artillery-fired flak
suppression without risking
damage to the strike aircraft.
Naval Aviation News May–June 2003 47
Facing page: top, the AU-1 version of
the F4U Corsair was flown by Marine
squadrons; bottom, VMA-323 pilots
return
from a mission, l–r, Capt. Pineo,
Maj. Miller,
Capt. Coleman and Lt.Watts. Photos
courtesy of Peter B. Mersky
Armed reconnaissance missions were possibly the
least complex of all assigned missions. They were
normally scheduled in areas of known heavy enemy
ground activity. With the exceptions of railroad/road
tunnels and bridges, the targets were usually highly
mobile, such as trains, trucks, tanks and large troop
movements.
Rescue Combat Air Patrol (RESCAP) was a very
important mission and a real morale booster for
aircrews.
It consisted of a division of four aircraft with a
wide
variety of armament. The purpose was to remain on
station for three and a half hours and be prepared to
proceed to any area of friendly downed aircrews and
prevent their capture by enemy forces until friendly
recovery aircraft arrived. RESCAP aircrews not only
endured a long time in the air, but in winter months
they
had to wear a rubber anti-immersion suit, known as a
“poopy suit,” which provided them protection from the
freezing water if they ditched. Besides being clumsy,
the
suits had no ventilation and no way for the crew
member
to relieve nature’s requirements. In spite of these
conditions, aircrews seldom complained about being
scheduled for RESCAP missions.
Precision radar bombing missions were used against
targets normally within 10 miles of the frontlines and
heavily defended by enemy antiaircraft weapons. They
were also used at frequent intervals during periods of
darkness and bad weather as harassing fires to prevent
enemy movements.
Most air defense missions were performed by U.S. Air
Force aircraft, except for night operations. The
versatility
of a Marine night-fighter squadron flying F3D
allweather
jets and F7F and F4U reciprocating-engine
fighters proved to be very effective. Several daylight
Marine interdictions missions were intercepted and
attacked by North Korean/Chinese MiG-15 aircraft;
however, the air-to-air armament on all Marine
aircraft
and the tactics used by Marine pilots successfully
countered the enemy’s efforts.
Air-to-air and air-to-ground communications security
was a factor that became increasingly important for
all
missions. The enemy forces had learned to interpret
our
six-digit coordinate ground locations transmitted in
the
clear. A very simple system was devised in which
several
letters of the alphabet corresponded to a number from
zero through nine. Known as the “Shackle Code,” it was
changed every two hours. The person transmitting a
location would preface his remarks with the statement
“Shackle” and then provide six letters corresponding
to
the six numbers that he wished to pass. This system
worked very well since the two-hour period of each
code
did not provide adequate time for the code to be
compromised.
During the 120 days that I was assigned to VMA-323,
the squadron averaged 20 to 22 F4U-4B and AU-1
Corsairs and 20 to 22 pilots. During this period the
48 Naval Aviation News May–June
2003
Above, a VMF(AW)-513 F4U-5N
night-fighter taxis at
Pusan, December 1950. Right, a Marine
Helicopter
Transport Squadron 161 HRS unloads
rockets and
launchers behind the frontlines.
Facing page: top, a
Marine F9F Panther releases napalm
bombs (note arrows)
in a supply area of North Korea, June
1953; bottom, Maj.
Tom Miller (left) participates in the
repatriation of prisoner
of war 1st Lt. Baugh at Freedom Village,
31 August 1953.
Marvin Wallace courtesy Warren
Thompson
squadron lost five pilots, including the executive
officer,
as a result of enemy action.
In May 1953, I was assigned to
the headquarters staff of the First
Marine Air Wing as the targets
officer of the Target Planning
Group, which developed targets
most beneficial to Marine forces
and scheduled Marine aircraft to
strike them. In July I transferred to
the Marine Liaison Office of the
Joint Operations Center in Seoul.
After numerous efforts by the
United Nations to get the North
Korean and Chinese Communists
to agree to a cease-fire, on 10 July 1953 they
returned to
negotiations in North Korea. On 27 July a cease-fire
was
signed, and 12 hours later all combat operations
ceased.
Negotiations continued to work out the details of the
agreement and a procedure for the exchange of
prisoners
of war. The UN commander tasked the Commanding
General of the First Marine Division to set up and run
a
reception center for the returning UN prisoners in his
area of responsibility. This facility became known as
“Freedom Village” and I was assigned to act as the
general’s representative there. On 4
September the first UN prisoners were
repatriated at Panmunjom and driven by
ambulances across the Han River to
Freedom Village, about 30 miles north of
Seoul, South Korea.
By about 0900 each morning a list
arrived at Freedom Village with the names
of the prisoners who were being
repatriated that day. The returning
prisoners arrived at about 1100 dressed in
the blue pajamas that they were issued
when taken prisoners.
The repatriation process commenced
with the prisoners being given showers,
medical examinations and new uniforms
from their branch of service, followed by
intelligence debriefings. Only a few had
to be helped or carried on stretchers.
Following debriefing, those who desired
were allowed to be interviewed by the
press. The repatriated prisoners were
then transported to an Army hospital near
Seoul. In my view, most of the prisoners
were suffering from malnutrition and
some had scars and bruises indicating
they had been physically mistreated. The
prisoner exchange lasted about a month
and I returned to my duties in the Joint
Operations Center. In mid-December I
received orders for return to the United
States.
My tour in Korea was a most interesting and valuable
experience. It gave me the
opportunity to observe and
participate in a truly joint military
operation involving a wide variety
of unique military forces operating
under a single UN force
commander. Based on my 37 years
of active military service at all
levels of command during WW II,
Korea, two tours in Vietnam and as
commander of two Marine airground
landing force operations in
NATO, effective joint operations
are not new. The lessons learned in
prior conflicts can be seen in the way our warfighters
do
business today. The combined strengths of each
military
service bring a stronger and more cohesive fighting
force
to missions around the globe.
When Lt. Gen Miller retired in 1979, he was Deputy
Chief of Staff for
Aviation in Headquarters, U.S. Marine Corps,
Washington, D.C. The staff
of Naval Aviation News extends special thanks
for his support in
producing this tribute issue to Marine Aviation.
Naval Aviation News May–June 2003 49
50
HIT
THE
BEACH!
Above, a landing craft leaves the
well
deck of Tarawa (LHA 1) with
equipment and Marines of the 15th
Marine Expeditionary Unit (Special
Operations Capable), while a CH-53E
Super Stallion heads to the beach.
Right, Sgt. Rick Wiggins prepares to
load a 15th MEU (SOC) Marine and his
motorcycle for a helicopter flight
into
Kuwait.
PH3 Taylor Goode
PH3 Larry Carlson
Awards
NAS JRB Willow Grove, Pa.,
was awarded the 2002 CNRFC
Activity Award for Achievement in
Safety Ashore,
recognizing a
superior record and consciousness in
reserve base safety.
Mr. Larry E. Hollingsworth,
director of the Aircraft Operations
Division Avionics Department,
NAVAIRSYSCOM, NAS Patuxent
River, Md., was awarded the
Lockheed Martin 2003 Black
Engineer of the Year Award for
Professional Achievement in
Government.
The small shore command winner
of the 2002 Navy Project Good
Neighbor Flagship Award is VT-
35, NAS Corpus Christi, Texas. The
award recognizes the squadron’s
excellent relationship with the local
community, specifically through the
Pilot for a Day program.
Lt. Frank Seguin is the first
recipient of Naval Test Wing
Atlantic’s Harry R. Errington
Maintenance Officer of the Year
award, which honors his dedication
and excellent work.
VR-53 received the Naval
Reserve Association’s Admiral Phil
Smith Operational Excellence
Award Trophy,
which is based on
outstanding resource management,
detachment performance, fiscal
efficiency and overall operational
excellence.
Scan Pattern
Nearly 100 Marines from Marine
Aviation Logistics Squadron
(MALS) 13, MCAS Yuma, Ariz.,
integrated with Sailors from the
aircraft intermediate maintenance
department (AIMD) aboard
Bonhomme Richard (LHD 6) to
form the team that maintains and
repairs embarked aircraft aboard the
amphibious assault ship. For the
ship’s transit to the North Arabian
Sea, Bonhomme Richard embarked
19 AV-8B Harrier IIs from VMAs
211 and 311. To keep the aircraft
flying, the AIMD houses a host of
repair shops that can fix anything
from aircraft computers to the AV-
8B’s Rolls Royce F402-RR-408
engines. The increase in
maintenance experience helps
Bonhomme Richard’s AIMD prepare
better for future operational support.
For more information, visit
www.news.navy.mil/local/lhd6.
The Marines of MALS-29 hoisted
a vintage UH-34 Seahorse back onto
its pedestal at the front gate of
MCAS New River, N.C. The event
marked the culmination of
restoration efforts to bring new life
to a familiar local landmark.
Work on the historic aircraft
posed some special challenges. The
restoration team found severe
corrosion, seized bearings and dryrotted
tires, and the Marines had to
look outside normal channels for
replacement parts and technical
specifications. The Marine Museum
at Quantico, Va., and the “Flying
Tigers,” a Marine veterans group
who flew the aircraft in Vietnam,
provided valuable assistance in
locating part manufacturers and
technical manuals. The restoration
involved replacing the tires and
bearings, corrosion treatment,
painting and marking the aircraft.
The UH-34 restoration provided an
opportunity to showcase capabilities
typically found in a Marine aviation
logistics squadron, such as structural
repair, corrosion treatment and
tire/wheel maintenance, ground
support equipment and dynamic
component repair. Once repairs were
completed, the aircraft was towed to
the front gate and lifted back into
place. The project gave MALS-29
Marines the opportunity to honor
their predecessors and preserve a
piece of Marine aviation history.
The Naval Personnel
Development Command (NPDC)
Naval Aviation News May–June 2003 51
E
d i t e d b y J O 2 D a n B a l l
Cdr. William McCool, one of the seven
astronauts lost in the 1 February STS-107
Columbia tragedy, was added to the
NAS Whidbey Island,Wash., EA-6B Prowler
Memorial.
PHS Michael Larson
officially stood up during a
ceremony at NS Norfolk, Va., on 10
January. NPDC’s goal is to create a
more agile, responsive warfighting
organization. RAdm. J. Kevin
Moran will command the new
organization, as well as continue as
head of the Task Force for
Excellence through Commitment to
Education and Learning. The
Revolution in Training has brought
about a major reorganization of
Navy education and training,
including the establishment of the
NPDC and 13 learning centers that
standardize the training development
and delivery process for all Sailors.
Reporting to the Chief of Naval
Education and Training, NPDC will
provide support and ensure
standardization of training
technologies and methodologies at
the learning centers, while working
closely with the Fleet Forces
Command and the lead type
commands to meet the fleet’s
training needs. Under the new
organizational structure, schools
offering training in career
specialties, such as aviation or
subsurface, will report to and
coordinate training initiatives with
their respective learning center.
52 Naval Aviation News May–June
2003
OPERATION
BENGAL TIGER
Marine All-Weather Fighter Squadron
242 participated in Operation Bengal
Tiger with the Bangladesh Air Force
(BAF). The humanitarian assistance
exercise demonstrated the F/A-18
Hornet to the BAF. Top left,
VMFA(AW)-242 CO Lt. Col. T. G.
Kemper and his BAF counterpart
after a MiG-21 cross-training flight.
Above, Capt “Triple F” Fitzpatrick
explains the F/A-18D’s missions to
Bangladeshis. Left, VMFA(AW)-242
Hornets conduct low-level training
over the Bangladesh countryside
with BAF aircrew aboard. Photos by
Capt. John Knotts, USMC.
The Naval Air Maintenance
Training Group Milton Detachment
Aviation Maintenance Officer
(AMO) School officially opened at
NAS Whiting Field, Fla., on 6
February. The school was relocated
in December 2002 from Naval
Aviation Schools Command, NAS
Pensacola, Fla. It is staffed by five
Navy and two Marine Corps officer
instructors, five Navy and one
Marine Corps enlisted instructor and
one enlisted technical publications
librarian. The AMO School offers
two courses of instruction. The 70-
day indoctrination course is
designed for newly commissioned
Navy and Marine Corps officers
with little or no prior maintenance
experience, selected Naval Air
Systems Command-sponsored
civilian interns and international
military officers. During the year,
five indoctrination classes provide
students with the tools required to
perform in an entry-level aircraft
maintenance position. Students will
also be taught managerial
responsibilities and administrative
duties associated with aviation
maintenance.
The 25-day manager’s course is
geared toward Navy and Marine
Corps limited duty officers, chief
warrant officers, aviation
maintenance duty officers and
senior enlisted maintenance
specialists who have acquired
considerable maintenance
experience. This course provides
instruction on the duties and
responsibilities required to direct
an aviation maintenance activity.
For related news, see
www.news.navy.mil/local/naswf.
Records
HT-18 TH-57
Sea Ranger
records: Cdr. Jimmy Davis, 6,000
flight hours, January; LCdr. Scottie
Womach and Lt. John Knotts, both
USCG, 5,500 flight hours,
September 2002; Cdr. John Quillian,
4,500 flight hours, February; LCdr.
John Tracey, 4,000 flight hours,
December 2002; LCdr. Robert
Woodburn, 4,000 flight hours,
January; LCdr. Larry Craft, 3,000
flight hours, November 2002; and
LCdr. Kurt Woltersdorf, 3,000 flight
hours, January.
Naval Aviation News May–June 2003 53
VMFA-251
In 1942 Marine
Fighter Attack Squadron
(VMFA) 251’s predecessor, Marine
Observation Squadron 251, was flying
aerial reconnaissance in F4F Wildcats.
Today, the Thuderbolts fill a fighter-attack
role with the F/A-18 Hornet. Their
mission is to intercept and destroy enemy
aircraft and attack and destroy surface
targets under all weather conditions,
operating from aircraft carriers, advanced
bases and expeditionary airfields.
The Thunderbolts deployed to the
Arabian Sea in support of the war on
terrorism in October 2001 aboard
Theodore Roosevelt (CVN 71). For the
next five months, they executed operations
against Taliban and al Qaeda forces.
Flying more than 750 combat missions
and accumulating more than 3,500 flight
hours, the TBolts dropped more than
445,000 pounds of ordnance. While
aboard TR, the squadron spent 159
continuous days at sea in support of
Operation Enduring Freedom.
Again deployed to the Middle East in
support of the global war on terrorism and
future contingency operations, the
Thunderbolts of
VMFA-251 remain as
their motto states: Custos Caelorum—
“Guardians of the Skies.”
A flight deck crewman protects his
ears as a VMFA-251
Thunderbolts F/A-18 Hornet launches from Theodore
Roosevelt
(CVN 71) during Operation Enduring
Freedom.
PH3(AW) Travis Ross
VAQ-133 logged
its 10,000th
Class A mishap-free flight hour in
December 2002.
VAW-124 CO
Cdr. Vincent
Bowhers surpassed 4,000 flight
hours in the E-2C Hawkeye while
stationed aboard Theodore Roosevelt
(CVN 71).
John F. Kennedy (CV 67)
recorded a milestone when the ship’s
number one catapult surpassed its
150,000th launch.
A CH-46E Sea Knight of Marine
Medium Helicopter Squadron 162
surpassed 36 years and 10,000 flight
hours of operational duty.
Rescues
In January an F-14D Tomcat
from VF-13 went down in the water
two miles short of the flight deck of
Theodore Roosevelt (CVN 71), but
the pilot and RIO had ejected from
the aircraft. A rescue crew from
HS-3 heard
the call while training
and saw the plane splash into the
ocean. After coordinating with the
ship, they headed to the site. The
pilot of the downed craft was in the
water five minutes before being
brought aboard the helicopter, and
the radar intercept officer, who was
able to put out a survival raft to
await rescue, was aboard in another
five minutes. The helicopter was
back at TR just 18 minutes after the
plane was reported down. The two
Tomcat crewmen walked to the
ship’s medical department for
treatment and observation.
54 Naval Aviation News May–June
2003
CVW-3: Capt.
Mark A. Vance
relieved Capt. David L. Philman,
12 Jan.
Electronic Attack Weapons
School: Cdr.
Angelo A. McCoy
relieved Cdr. Paul S. Dillman, 8
Jan.
Iwo Jima (LHD 7): Capt. John
W. Snedeker relieved Capt. John T.
Nawjocki, 13 Dec 02.
VFA-136: Cdr.
Scott D. Conn
relieved Cdr. Thomas M. Downing,
7 Feb.
VFA-137: Cdr.
Walter H.
Stammer III relieved Cdr. David
M. Dober, 15 Jan.
VMR-1: Lt.
Col. Jon C.
Cunningham relieved Lt. Col. G. G.
Garfield, 17 Jan.
VR-62: Cdr.
Rob Smith relieved
Cdr. C. H. Harris, 11 Jan.
VS-41: Cdr.
Ross A. Myers
relieved Capt. Edmund L. Turner,
10 Apr.
VT-28: Cdr.
David R. Price
relieved Cdr. Richard W. Watson,
15 Nov 02.
VX-23: Capt.
Steven Rorke
relieved Col. Joe Mortensen, 24
Jan.
C H A N G E O F C O M M A N D
A Marine Heavy Helicopter Squadron
772 CH-53E Super Stallion prepares to
receive fuel from a KC-130 Hercules
during Operation Enduring Freedom.
Cpl. Paula M. Fitzgerald
A Marine Heavy Helicopter Squadron
461 CH-53E Super Stallion unloads
Marines and artillery from the 1st
Battalion, 10th Marine Regiment during
Exercise Rolling Thunder.
Cpl. Juan Vara
Naval Aviation News May–June 2003 55
Supporting III
Marine Expeditionary Forces (III MEF)
operations or contingencies throughout the Pacific
theater, Marine Aircraft Group (MAG) 24 remains
focused on defending our nation.
Activated in March 1942 at MCAS Ewa, Hawaii, the
Marines and Sailors of MAG-24 continue today at MCB
Kaneohe Bay, Hawaii, providing combat-ready
expeditionary aviation forces capable of short-notice
worldwide deployment in support of Marine Air-Ground
Task Force operations. MAG-24 also provides initial,
conversion and transition training for all CH-53D Sea
Stallion aircrews and intermediate maintenance
activity
and supply support to Commander Naval Air Force,
U.S. Pacific Fleet.
MAG-24 consists of three tactical and one training
helicopter squadron, one aviation logistics squadron
and
a headquarters element. Flying the CH-53D Sea
Stallion,
approximately 40 MAG-24 aircraft are
assigned to the 1st Marine Aircraft Wing deployed
across the Pacific theater. The CH-53D is capable of
heavy lift assault support and transporting either
cargo
or passengers.
Activated in 1952, the Ugly Angels of Marine
Heavy
Helicopter Squadron (HMH) 362 (shown above over
the Mokulua Islands near Oahu) remains a squadron rich
in tradition. Not only holding the distinction of
having
served as the first Marine aircraft unit in the
Republic of
Vietnam, the squadron also served with their CH-53D
Sea Stallions in Operations Desert Shield/Desert Storm
and during Operation Uphold Democracy in Haiti.
Activated in 1952, the Red Lions of HMH-363
served in Vietnam, participating in humanitarian
relief
operations in the Philippines and during Operation
Restore Hope in Somalia. Operating from multiple
geographical locations, the squadron provides
uninterrupted assault support to the III MEF across
the
Pacific.
Reactivated in 1966 as HMH-463, the Pegasus
joined MAG-24 in 1971. Deploying to the Republic of
Vietnam, the Pegasus shared with the Heavy
Haulers
of HMH-462 the unique distinction of participating in
Operations Frequent Wind and Eagle Pull, the final
evacuations of Cambodia and Vietnam in 1975.
Activated at MCAS Santa Ana, Calif., in 1966 to
prepare UH-34D Sea Horse aircrews for service in
Vietnam, the Wind Walkers of Marine
Helicopter
Training Squadron (HMT) 301 continue their
mission today, providing quality replacement aircrew
training on the CH-53D Sea Stallion, CH-53E Super
Stallion and CH-46E Sea Knight. Today, six CH-53Ds
provide the training platform for an annual output of
approximately 14 pilots and 32 crew chiefs.
The Island Warriors of Marine Aviation
Logistics
Squadron (MALS) 24 became the first fully integrated
Marine and Navy maintenance unit. MALS-24 provides
intermediate maintenance activity support for 10
squadrons and more than 80 Navy and Marine aircraft,
including Navy P-3C, EP-3A Orions and SH-60B
Seahawks and Marine CH-53D Sea Stallions. It also
supports the Marine’s Unit Deployment Program and
numerous Navy Pacific theater deployments. Their
M A G - 2 4
Sgt. Marcus Wasden
Carey, Alan C. Leatherneck Bombers: Marine Corps
B-25/PBJ Mitchell Squadrons in World War II.
Schiffer Publishing Ltd., 4880 Lower Valley Rd.,
Atglen, PA 19310-9717. 2002. 112 pp. Ill. $24.95.
Although we
might question the need for a second
book on the Marine Corps use of the North
American Mitchell, this latest effort is welcome if
only for its more in-depth treatment of the subject.
Phalanx (now part of Specialty Press) published Jerry
Scutts’ Marine Mitchells in 1993, which we reviewed
in
this column.
The author devotes a chapter to each of the seven
Marine Mitchell squadrons. There are details on
aircraft
assigned and lost, as well as an account of the
crewmen
lost in action and operationally. Carey takes full
advantage of input from veterans, including personal
recollections and photos, which add interest to the
book.
Graphics also include a series of color profiles of
various
aircraft.
The Marine Corps got its rather unusual bombers
apparently because the Army had too many B-25s and the
Navy didn’t want them. The PBJ squadrons saw
considerable action during the last two years of the
war,
losing 99 aircraft, including 44 in combat, as well as
195
men. The young crews flew their large, twin-engine
bombers with élan and sometimes paid with their lives.
Carey describes VMB-423’s mission to drop a scroll
signed by 35,000 school children in Oklahoma in May
1944, but sadly does not include the photo showing
squadron crewmen lined up with the lengthy roll of
paper.
Also, there was VMB-611, the only Marine Mitchell
squadron in the Philippines in early 1945. Arriving in
March, five months after the start of General Douglas
MacArthur’s campaign to return to his beloved islands,
VMB-611 was led by Lieutenant Colonel Jack Cram, who
had earned fame and the Navy Cross at Guadalcanal.
Unfortunately, there are a number of typos and
inverted
and dropped letters. One appears on page 75 where the
author describes Lt. Col. Cram as “excepting a
commission” when he obviously was accepting his
second lieutenant’s bars. However, overall, this is a
good
history of a group of obscure units operating a
different
aircraft than usually associated with the Marines.
Hoffman, Colonel Jon T., USMCR, ed. USMC, A
Complete History. Hugh Lauter Levin Associates, Inc.,
and the Marine Corps Association, Box 1775,
Quantico, VA 22134. 2002. 656 pp. Ill. $75.
Easily the
biggest in this publisher’s continuing
series on American service branches, this volume is
the second work that focuses on the Corps. The
first was in the now-established format of a
collection of
essays, complemented by high-quality photography and
art, describing various aspects of the Marine Corps.
This
new book is a daily account of the Marines from their
formation in 1775 through the early stages of
Operation
Enduring Freedom in 2002. It’s truly a Herculean
effort
that warrants the hefty price.
Resplendent in a padded, camouflaged cover with a
cloth patch, this chronology takes full advantage of
various contributors’ skills and knowledge, as well as
photos, paintings and illustrations from the Marine
Corps Historical Center. The artwork comes from such
luminaries as retired Colonel Charles H. Waterhouse
and
other Marine Corps combat artists.
The rich, colorful history of the early Corps fills
the
large pages with stories and details many people might
not know. The Korean War sections contain great
photos and artwork, along with interesting facts that
are
only now getting deserved attention on the conflict’s
50th anniversary. There are detailed sidebars that
describe battles, facilities, personalities and
hardware,
from rifles to aircraft. The last category includes
such
stalwarts as the F4F Wildcat and less familiar types
like
the PBJ (B-25) Mitchell, which saw a surprising amount
of action in the last two years of the Pacific war
(see
Leatherneck Bombers in this column).
Unfortunately, there are the inevitable errors that
crop up in such a massive work and many are related to
aviation subjects. The photo on page 591 continues the
misidentification of a VMF(AW)-235 F-8E Corsair as
belonging to VMF(AW)-312. The red nose and white
stars of 235 are too prominent to miss. The artwork on
page 220 does not match up with the caption, and the
painting on page 264 shows an F4F attacking a Nell
bomber, not a Zero fighter. A few of the aviation
photos
would have been better served with more detailed
captions, such as the picture on page 367 showing a
lineup of VMF-214. The names of the pilots are
available, and because the picture shows two of the
Black Sheep aces,
Chris Magee and John Bolt, more
research would have added value. Surprisingly, there
is
no mention of the role Marine Corps aviators played in
the 1962 Cuban Missile Crisis, flying Blue Moon
reconnaissance missions over Cuba during that tense,
dangerous period.
Each historical period receives full treatment,
resulting in a ready reference as well as many hours
of
good browsing. I say “ready” but the large book is a
handful to hold in one’s lap for a long time. These
points noted, this terrific book deserves a place in
the
libraries of researchers, enthusiasts and, of course,
former and current Marines.
56 Naval Aviation News May–June
2003
By Cdr. Peter B. Mersky, USNR (Ret.)