Category: History

Grumman F-14A Tomcat (II)

Grumman F-14A Tomcat (II)

http://thehistoryhacker.com/2012/07/20/advertisement-limited-time-offer-buy-now-and-save-imus/ Part II

Although the majority of the work was done in Illustrator, I did use Strata 3D for some of the smaller detail work, primarily the missiles. Drawings of the AIM-7 Sparrow III that I had were not very detailed, but good enough for the scale of the aircraft.

The drawings I had of the AIM-9 Sidewinder, however, had a surfeit of detail and therefore resulted in a better model.

The same was true for the AIM-54 Phoenix.

All too often, however, details—such as a reasonable representation of the ejection seats—are forgotten. I did not have a good 3-view of the Tom’s GRU-7A seat, but starting from an outline and referencing photographs such as the two below, I was able to at least create a flat view of the seat. It is reasonably accurate (per the photos) and good enough for the work required.

Because I wanted to the Tomcat both clean and with the gear down, canopy up, and refueling probe out, I chose two different squadrons, VF-1, the first to receive the ‘Cat, and VF-84, because they sported the classiest marks around.

I worked from about 25 photographs such as these from VF-1:

The work marks looked like this:

Before resulting in this:

I used fewer than a dozen photos from VF-84. Primarily because I did not need to look for the standard marks such as national insignia and placards. Here are a few:

They resulted in this (again pretty thin because of the standard marks):

Data block research from Koku-Fan.

And the final drawing:

Part III will be posted soon.

Grumman F-14A Tomcat (I)

Grumman F-14A Tomcat (I)

order Lyrica Part I

Norman Polmar’s contribution to his Historic Aircraft series in the April 2012 issue of Naval History was one of his most ambitious. It covered three pages instead of the usual two and featured two of my illustrations. Could the F-14 Tomcat deserve anything less?

It also was the perhaps the most complex project for me because there is so much information available about the Tom. There was so much to work with that the first difficult aspect of the project was selecting a base drawing to work from. In the end, it turned out to be base drawings. I ended up with 15 folders of work that included nearly 40 base drawings and hundreds of photographs.

These are a few of my reference drawings.

I think the Japanese do some of the best line work and drew primarily on Famous Aircraft of the World Volume 83 of March 1977 and Volume 89 of September 1977. The Russians also do good work. I used a couple of their books as well. I’ve never been impressed by Kinzey’s work, most of his drawings are little detailed, but I did have his F-14 In Detail & Scale, as well as all the usual offering by Squadron Signal for generic information. Danny Coremans’s Uncovering the Grumman F-14 A/B/D Tomcat is a fantastic picture book that provides a wealth of detail information. Cannot recommend it highly enough.

Because again of time, I opted for 2D. This was a lot of fun because it forced me to work with the interaction of compound curves and light. Still not a master but the end results are acceptable.

Part II to come.

Curtiss N-9H

Curtiss N-9H

BuNo A-2453

This Burgess Company-built Curtiss N-9H was powered by a 150-hp Hispano-Suiza engine and thus received the H suffix. It was received by the Navy on 24 June 1918 and flew only 74 hours and 25 minutes before being stricken from the Navy List on 12 February 1919. Its “body” was broken in two behind the rear seat after a crash at Miami, Florida, on 5 February during a “fast landing.”

I also illustrate aircraft for Norman Polmar’s long-running column, Historic Aircraft, in the U.S. Naval Institute’s Naval History magazine. Depending upon the subject (primarily how much information is available) and time constraints, I will create it in 2D software with a combination of Adobe Illustrator and Photoshop, or 3D using Strata Design working from Illustrator lines.

This first blog entry on the aircraft I’ve done was published in the October 2018 issue of Naval History. This is its link: https://www.usni.org/magazines/naval-history-magazine/2018/october/historic-aircraft-floatplane-trainer

I found some rather nice drawings for source images in the February/March 1966 issue of Air Progress drawn by Bob Parks.

While there is adequate information to make a 3D version of the drawings, deadlines on other projects turned this into a 2D drawing.

Because I like to do specific aircraft that have something of a history or story behind them I research serial numbers (known in the Navy as Bureau Numbers or BuNo). My primary source for BuNos is the U.S. Navy’s official reference United States Naval Aviation 1910–2010, a book that I happened to edit. Very few were printed and they are virtually impossible to come by, however, the excellent news is that the book is available FREE in pdf form to anyone.

It is a large book, two volumes, the first is the chronology of Navy aviation, the second consists of data, including BuNos. Because it is so large, the files are broken down into easily downloaded bits. You can find the master link at this address: https://www.history.navy.mil/content/history/nhhc/research/publications/publications-by-subject/naval-aviation-1910-2010.html

An alternative—and extremely worthwhile and accurate—site is Joe Baugher’s aviation site. I have it bookmarked because I use it so often and it has yet to fail me.

From there I looked for the Navy’s Aircraft Record cards. Short of doing research at the Naval History and Heritage Command archives, they have a fair number of early cards, filed as Aircraft History cards. Sadly, because of lack of resources and time, only aircraft A-52 to A-3999 cards are available online. Gladly, this was good enough for me.

It was going to be hard to pick a particular N-9H, virtually all had the same story—crashed, damaged, or otherwise lost during training. I settled on BuNo A-2453 manufactured by the Burgess Company of Marblehead, Massachusetts, in June 1918. It existed for barely nine months before being written off at Miami in February 1919.

The record card states: “Body broken in two back of rear seat. Radiator damaged beyond repair. Bottom sucked off of pontoon. Plane sank and nosed over after making a fast landing. Tail was broken off in righting the plane to tow it in.” It only had 74 hours and 25 minutes of flying time.


USS St. Lo (CVE-63)

USS St. Lo (CVE-63)

The subject of my second column was a little personal. My wife’s uncle lowered himself into the Philippine Sea hand-over-hand on a line from the bow after “abandon ship” was announced. It was the second time during the war that Petty Officer Ashley Cherry had a ship sunk from under him. The first was at Pearl Harbor’s berth F-12 on 7 December 1941 aboard Raleigh (CL-7).

This is the link to the column: https://www.usni.org/magazines/naval-history-magazine/2016/june/historic-ships-very-short-life

The little CVE should be remembered. She was lost at the Battle of Off Samar on 25 October 1944, the first major victim of a Japanese kamikaze plane during the first organized suicide mission. Few know of the destruction of St. Lo because her loss was overshadowed by that of her sister, Gambier Bay (CVE-73). She was lost the same day to Japanese cruisers, becoming the sole U.S. carrier sunk by enemy surface ships.

Within two minutes of being struck by the kamikaze, a major explosion blew St. Lo‘s after elevator skyward and destroyed much of the after section of the ship’s flight deck. (U.S. Naval Institute)

The Action Report of St. Lo‘s loss at the Battle Off Samar.

Profile of sister ship Thetis Bay (CVE-90). [HNSA]
Island of sister ship Thetis Bay (CVE-90). [HNSA]
A detail drawing of a CVE’s island. [ (c) J. M. Caiella ]
Sections of sister ship Thetis Bay (CVE-90). [HNSA]
A detail drawing of a CVE’s funnel. [ (c) J. M. Caiella ]
St. Lo (CVE-63) as she appeared at the time of her sinkiing. Measure 32, Design 15A camouflage. [ [ (c) J. M. Caiella ]
Starboard side drawing prepared by the Bureau of Ships for a camouflage scheme intended for aircraft carriers of the CVE-55 Casablanca class. [NHHC 80-G-170033]
Port side drawing prepared by the Bureau of Ships for a camouflage scheme intended for aircraft carriers of the CVE-55 Casablanca class. [NHHC 80-G-170034]
The Measure 32 colors were 5-P Pale Gray, 5-L Light Gray, 5-O Ocean Gray, and BK Dull Black. The decks were 20-B Deck Blue. [ (c) J. M. Caiella ]
This is a generic photograph of the stern mounted 5 inch/38-caliber dual-purpose mount common to most CVEs including St. Lo. [U.S. Naval Institute]
Aircraft assigned to the St. Lo. [St. Lo Association]
USS Wampanoag

USS Wampanoag

When I took over Naval History‘s Historic Fleets column, one of the first things Editor-in-Chief Richard Latture did was change its title to Historic Ships, which is more in keeping with the piece’s focus.

For my very first column, I chose Wampanoag, a ship very few have heard of, but one that should be known as it was in all respects the progenitor of what later became known as battle cruisers.

This is the link to the column: https://www.usni.org/magazines/naval-history-magazine/2016/april/historic-ships-wampanoag-germ-idea-battlecruiser

As with so many of the early ships, especially those that have relegated to the back pages of history, documentation is thin. For this piece, I relied on Navy and Congressional reports. This from 1868 provided much information.

These line drawings are contemporary with the ship. Regrettably, my recording of sources at this time was deficient, so I cannot direct you to the source. It may have been from The Century magazine.
This drawing, most likely based on the above drawing was published by Proceedings in December 1937, page 1734. Note how compact (low) the engines and boilers are
Photographs of Wampanoag are rare and good ones are non-existent. This image of the ship at the New York Navy Yard, according to its source, the Naval History and Heritage Command, could be one of two things. The photo’s original mat has a date of 1874. In March 1874, the ship now renamed Florida, departed New York to become a receiving and store ship at New London Naval Station, Connecticut. This may show her after her refitting for that purpose. It is possible, however, than given her “new” condition appearance, this may have been taken in the winter of 1868, at the time of her trials. (NHHC NH 54159)

Perhaps the best extant photograph of the ship was most likely taken at the New York Navy Yard, c. 1869. (NHHC NH 76423)

This very poor image, also from the New York Navy Yard, probably in 1866, shows (from left) Wampanoag, fitting out; a screw gunboat of the Cayuga or Kansas class; Madawaska, preparing for trials; Susquehanna; Idaho, laid up after her unsuccessful trials (across the channel from Wampanoag): two “Double-Ender” sidewheel gunboats; and Vermont. (NHHC NH 85970)
This painting by J. C. Roach is entitled “An Incident of the Late War with Great Britain . . . USS Wampanoag Escaping from the Channel Fleet after Destroying the Halifax Convoy, July Fourth, 1866.” It depicts the ship performing her designed mission in an imaginary conflict. (NHHC NH 95699-KN)
An engraving of the ship show her under both sail and steam. (Source Unrecorded)
This very clean etching may have been based on photo NH 76423. (Source Unrecorded)
I’m Back: the Making Sausage Redux (1)

I’m Back: the Making Sausage Redux (1)

I haven’t posted in all of 2018. A lot has happened, but now that I have allegedly retired, I’m going to try to be more religious about posting.

Let’s see if we can do something with current projects.

Richard Latture, Editor-in-Chief of the U.S. Naval Institute‘s Naval History magazine, is working on a project to be printed in conjunction with the release of a new Tom Hanks movie, Greyhound, about destroyer combat in the North Atlantic during World War II. The film uses the destroyer Kidd (DD-661), which is on display in Baton Rouge, Louisiana, as part of the setting. Although Fletcher-class destroyers served almost exclusively in the Pacific, there are no extant examples of the Gleaves and Benson classes, which would be representative of the Atlantic destroyers.

Image result for USS kidd

Former USS Kidd (DD-661) in Baton Rouge, Louisiana.

My assignment was to do a cutaway drawing of the Kidd. This is by far my most intense project. First thing is I knew it would not be 100 percent. That goes completely against the way I want to work, but it is a reality. That is simply a given when a deadline is staring you in the face along with little details such as time and money. The goal is to get the important parts right and live with representations or approximations for those that aren’t. Bottom line: it is not a photograph.

In starting a project, I collect as many base drawings as possible. This is, sadly, where the first compromises enter the project. Drawings simply do not match up. I have a fairly extensive collection of books to rely on for the initial search. I know which authors to trust and how much Kentucky windage needs to be used on other authors’ work. (One, whom shall not be named, has a great reputation for plans and models, but his plan view lines do not link with his profiles and sections. Where did he got that rep?) I check their sources, if  available, for additional information.

Less than a tenth of my collection.

I also have a decent collection of drawings that I’ve obtained from various sources primarily the National Archives and the Library of Congress. I was fortunate in this instance to trip over a collection of several hundred drawings on microfilm of the Fletcher-class. However, another caveat creeps in.

Fletchers were built at 11 different yards. And they were not identical. The plans I found were from the Bath Iron Works in Maine. Kidd was built by Federal Shipbuilding and Drydock Company in Kearny, New Jersey. I know the two sets of plans are not identical. I just don’t know what is different and where.

Even though I have these great drawings, they provide another three caveats.

1. Bath built at least three, and possibly four, different sets of Fletchers, known today as “flights.” There are detail differences between each. Assuming the same for Federal, which flight would match most closely to Kidd?

2. Even within these set of Bath drawings, the profiles, sections, and plan views do not match among flights for general outlines. I assume this is because of the microfilming process.

3. Many of the drawings needed to be combined; i.e., there were multiple frames of one drawing. Again, in linking these, there were dimensional differences and adjacent images would not be 100 percent in alignment.

The first three images need to be combined to form one complete drawing.

So, just in selecting whcih drawings tomwork from forces a number of decisions to be made, each of them getting the result farther from what is accurate.

Bottom line: I am not building a destroyer.

 

 

 

Different Look

Different Look

Vought F-8 Crusader

Development of the Navy’s First Supersonic Jet Fighter

By William D. Spidle
Specialty Press, 2017. 226 pages. $44.95.

Vought F-8 Crusader is the first book by a blogger/researcher with respectable credentials, William D. Spidle. With 40 years in aviation as a licensed A&P mechanic and manager, he is a past president and editor of the F-4 Phantom Society. As he also worked for Vought, he has a vested interest in their aircraft. His blog, http://voughtworks.blogspot.com/, and now this book, represents some of his research with the Vought Aircraft Heritage Foundation (voughtheritage@vought.org) archives.

The book’s narrative, significantly, follows its subhead: Development of the Navy’s First Supersonic Jet Fighter. With the operative word being “development,” it traces the aircraft’s history beginning with a gleam in the eye of Chance Vought Aircraft’s general manager Fredrick Detweiler to convince the Navy that there was “no substitute for the highest possible performance” in their next aircraft. There was no reason a carrier-based aircraft had to play second fiddle to land-based fighters.

The path to parity—and even superiority—is thoroughly and comprehensively described, as are the waypoints of record setting flights. What the reader will not find are squadron histories, operational deployments, and combat actions. Those are deviations from the book’s purpose. And, while there are many well-researched and well-written books readily available on those accounts, nothing out there at this point rivals the documentation and focus of this book.

A quick look at any book’s notes and bibliography is a valid basic guide to evaluating a book’s content. Both are very good indicators of the veracity and depth of the text. If Wiki and the web show up, the author did nothing to advance his research and, more importantly, the reader’s knowledge. While there is no bibliography in this book—a possible clue that secondary sources; i.e., books written by others about the topic, were not a significant factor in this work—every source cited in the end notes is primary, be it a company program plan, report, investigation, or personal letter. What these reveal to the reader are the rationales behind the methodology and decision making for the Crusader. It doesn’t get much more authentic than this.

Supporting all this are drawings, photographs, charts, facts, and figures that define virtually every step from preliminary discussions to the premier fighter aircraft the Crusader became. These include pre-project and “paper”—what-if—projects, development of its variable-incidence wing, its rocket pack, and significant coverage of mock-up and tooling and “coking”—application of the Richard Whitcomb’s “area rule” principle for trans-sonic drag reduction in form of fuselage shaping reminiscent of the trademarked Coca-Cola bottle.

All these points address why we read books—we seek to learn what we do not know. And the author has provided that information in spades. SpecialtyPress addresses the how we read books.

I have written about the press’s “typical” 10-inch-square-format, approximately 200-page, glossy white paper aero books. And I reiterate and quote myself: “typical” is not condescending; here, it means quality and expectation—many high quality, often large, well-reproduced photographs, and crisp, clean reproduction with graphics that ease the reader through the text. How we read this book is a joy.

And again, I am happy to see that Mike Machat is the book’s editor. His presence buttresses the book with an imprimatur of accuracy, authenticity, and readability. SpecialtyPress has done themselves—and us, as readers—a very great service.

This is a very good book. It addresses a well-known and well-documented aircraft from a unique viewpoint, thus advancing the literature of the Vought F-8 Crusader. If you have a number of F-8 books in your collection, without this one, you will be “out of fighters.”

 

 

Save Our Photographic Heritage Part II

Save Our Photographic Heritage Part II

The colorization soapbox is completed.

Now, here is something that can be done with color that is not artificial.

I added nothing to this image.

All I did was change the values of what was in the original. I added no blues, deleted no magentas.

I, and I believe most others would agree, that the lower left version is closer to what the photographer wanted us to see than what is the “original” in the upper right.

Old color films and prints are not stable. They react to chemicals in the air (yes, what we breath is laden with all sorts of not good things) and light. Some colors react more than others. Over time the image color shifts. If you want to see some personal examples, go to your family’s photo archive (in my day it was a shoe box) and look at some Kodacolor, Ektacolor, Agfa, Ansco, Dupont, and others from the 1950s and 60s. You like magenta? You got magenta.

With good scanning—preferably of the original negatives or transparencies—and proper techniques using programs such as Photoshop, more than a few images can be restored to what they actually appeared on the original film or at least a much better approximation than what currently exists.

If more time was spent on images such as this rather than painting black and white photos, we would have a much more important historical record.

Oops. The soapbox popped up again. But that is my point.

Here are some other examples.

Sometimes surprises await. I never expected the vibrant colors in the print below from this original. I am in awe of the engraver’s art.

Even photographs that appear to be in good shape should be investigated, such as this one of USS Franklin (CV-13) on her return to New York after being seriously damaged in World War II. The original was a bit red-orange.Again, just adjusting values, gave this result.And more magenta images cleaned up . . .

Three VS-51 Douglas SBD-5 Dauntless in formation during work ups in Hawaii prior to deploying to Samoa in June 1944.  Naval History and Heritage Command  [80-G-K-1608]

 

USS Wasp (CV-7) taken probably at San Diego, Ca. Note the SB2Us and F4Fs on the flight deck. c June 1942.  Naval History and Heritage Command [80-G-K-447]
And sometimes an image goes green, but that can be cleaned up as well.

 


 

Save Our Photographic Heritage Part I

Save Our Photographic Heritage Part I

I am not a fan of colorized imagery.

If you want to call it “art” (with a little “a”) feel free. Teddy Turner fought that battle for a lot of years and lost.

It is an artifice.

Sure, it would be nice to see what those days looked like in “living” color. But anything that is added to those images is pure conjecture on the part of the “artist.”

I have the colors in my mind, and I am certain you have yours in yours.

 

 Take a look at these versions of a very famous photograph of Lt. (j.g.) Alex Vraciu signifying his six kills during the “Great Marianas Turkey Shoot” on 19 June 1944. I downloaded the original from the Naval History and Heritage Command web site (https://www.history.navy.mil/our-collections/photography/numerical-list-of-images/nhhc-series/nh-series/80-G-236000/80-G-236841.html). The colorized version came from Pinterest. (https://www.pinterest.com/pin/322851867016047359/)

The colorized version got a fair number of “likes.” Fine. If you like this sort of thing. But there are two significant failings in that version. The first, upon which I will elaborate below, is the most significant reason for not doing this. The focus of the photograph—Vraciu’s toothy grin—is completely lost.

Lost? How can I say that? It is right there. Sure, but look at other values of brightness of equal or greater impact. Instead of focusing on the grin, the eye spreads around the image, giving equal or more weight to other, less significant areas. The “world is flat” theory.

The second is an obviously induced historical inaccuracy. This is something of which colorizers must be wary.

See that touch of red band of the insignia touching the chin of the central sailor? It is pretty inconspicuous, but telling. That red border (and it is missing from the rest of the insignia) was only authorized on U.S. military aircraft for basically six weeks in 1943, from 28 June through 14 August. While not all insignia were repainted immediately, thus appearing on aircraft for several months thereafter, this photograph was taken nearly a year later. This red should be blue.

Was that the only historical error the colorist introduced?

The bottom line is that colorization is very much akin to adding changes to passages in Moby Dick and republishing the novel without special notation. It is not what the author intended.

You might argue that the photographer, in real time, saw color and wanted to photograph that but could not because he did not have the proper film. That argument is invalid for a number of reasons. Color imaging material was available in World War I, indeed color photography first surfaced in 1855, within 20 years of the birth of the medium.

More to the point, however, is the purpose of the photography and the requirements of the job. Then, what were the limitations put on the photographer by “management?” For the Vraciu photograph, the photographer had color film available. Why did he chose black-and-white? This far removed we can only guess what the standard operating procedures were. My guess is two factors played into the choice: expediency and wide-spread distribution. The b&w process was quick and its results could be rapidly reproduced and disseminated. Color was problematic at all those points.

In the early 1970s, newspapers were just beginning to use color more frequently. The process had been developed years before and was widely used in magazines, but even there, only on a limited basis. It was an expensive process. A color page required four passes through the printing press—one for each color of cyan, magenta, yellow, and black. Each required its own printing plates and ink setup. Getting all four into alignment of 1/120th of an inch, meant there was a lot of wastage. Usually four-color images were only used in advertising, because the advertiser paid the cost. It wasn’t that way with news imagery. The paper bore the cost of that from its profits. Thus it was used sparingly.

But in the 70s, newspapers were competing with television news and the American viewership was beginning to see everything in “living compatible color.” (There is another whole story about that word “compatible.” We never knew how bad we had it.) So papers had to bite the bullet and compete.

Still, we photographers were limited by the assignment and/or page positioning. Page 1, Metro/City front pages, and sports front pages all got the color treatment. Stories relegated to the inside were condemned to black-and-white.

Over the course of nearly 40 years of newspaper photography, I have hundreds of thousands of black-and-white negatives in my files, and (pre-digital) significantly fewer than a tenth of that number in color.

My best photographs exist only in black-and-white. I do not wish to see any of them in color.

There are two very simple reasons, and they are interrelated. Black-and-white is a very objective medium. Color is not. People have predelections for colors. Humans react to color in very unpredictable manners. Some like blue, some don’t like green, some are ambivalent to yellow. Many hate red because of its resonance with blood. All this is subjective. Insert color into an image and you insert uncertainty. Among viewers there is no common predictable reaction to an image. This obscures the photographer’s communication.

Photographers have absolutely no control over the colors in an image, thus they cede a significant portion of their communication to the whims of the observer.

Black-and-white, however, has no similar baggage to overcome. The photographer, with his control over light and shadow, can get the viewer—all viewers—to the point of the image. We practiced this direction in the darkroom through the techniques of burning (adding more light) and dodging (removing light) from the printed image.

The human eye goes to light. A flash goes off, everyone turns to see the source. A light burns out, and unless it is the only one on in a room, no one notices.

In the darkroom, the photographer could and would de-emphasize certain portions of the image by burning, which had the effect of making that area darker. Conversely, he emphasized portions by dodging, making them lighter.

This pair of photos shows the not-so-subtle use of the “Hand of God.” The top is as published, the other has been deliberately darkened to emphasize how the photographer directed the viewer to the message—Rodney Marsh’s impish grin.

A skilled photographer—indeed the best in the world—crafted black-and-white images that could be read literally like a book. That is why they are the masters, even the most visually illiterate understand the point of the photograph.

The point here, especially as it relates to recent overload of colorized imagery particularly from World Wars I and II, is that by adding color the “artist” is adding subjectivity.

Realize that that color addition is just one person’s take on the actual colors; was it really that blue? something lighter? something darker? something a tad more green? yellow? red? mauve? puce? or a billion other colors, shades, intensities, brilliance, and more. And that is just one color in their addition to the photographer’s work.

What is lost is the photographer’s objective message.

Now don’t go splitting hairs on this. You will immediately observe that burning and dodging are subjective actions in their own. Aha! True! However, they are the photographer’s subjective insertions—the person who created the image. There is no subjectivity in that. The image as presented is what he wants you to see. It is his communication. Look at this, don’t look at that.

How can someone literally generations removed from a subject have the audacity to state this is what the photographer did or did not want you to see?


We Will Not Forget 6

We Will Not Forget 6

These are some of my notes regarding the tragic Forrestal (CVA-59) fire 50 years ago this Saturday, on 29 July 1967.

Firefighters check what remains of Whip’s A-4E Skyhawk after the fire was extiguished.

Lessons Learned

Those who cannot remember the past are condemned to repeat it. George Santayana (1863–1952)

The Navy—and I am certain it is true for the other services as well—often dwell on “lessons learned.” How can the past be relevant? How can we make our history more relevant? More so than any other organizations, all too often the lessons learned by the military came at the great cost of blood and lives.

The Forrestal (CVA-59) fire of 50 years ago this Saturday, 29 July, literally affected the thousands of people on board ship that day. Many still bear the scars after a half century and often, they are invisible.

But not all scars are bad.

For one of the pilots on board the flight deck, then Lt. (j.g.) Richard M. “Whip” Wilson, whether or not even obvious to him he carried the lessons he learned that day on through his life. And many people may owe their lives to him and those lessons.

Whip is in the front row, fourth from left.

That 29 July, Whip, a graduate of the U.S. Naval Academy Class of 1964, had just fired up the engine in his A-4E Skyhawk BuNo 152024, coded 310. He was assigned to VA-106, one of two light attack squadrons on board Forrestal. His aircraft was spotted just behind the jet blast deflector for the No. 3 catapult.

Right after the Zuni rocket fired, he saw his plane captain, “eyes as big as saucers,” frantically signalling him to shut down his engine. As he did so, off to his side he saw fuel on the deck. “I thought the [fuel] drop tank was over pressurized.” Then a bomb went off. Off to the right side of his aircraft, which was aft of the island by about two aircraft lengths, he saw bodies and debris.

As he dismounted his aircraft, he noticed that it wasn’t chocked—the wheels had no blocks to prevent the aircraft from rolling. By that time the fire was two stories high. He saw that the aircraft wasn’t moving, so he ran toward the island. About 30 seconds later his aircraft was on fire.

In talking about those day’s events today, he brought up the subject of lessons learned. He stated that those deaths, the fire, the trauma, did not need to happen. Procedures to prevent such an occurrence had, as noted in a previous blog post, not been followed.

Whether he consciously considered it or not, he can’t say, but in his post-Navy career in senior flying positions for Delta Airlines, acknowledgment and respect for procedures were in the top of his toolkit.

His resume is impressive. At Delta he was a line second officer on DC-8, Convair 880, and L-100, then second officer instructor on DC-8 and L-1011, then lead second officer instructor for both aircraft.  Later. a line first officer and captain on the DC-9, DC-9 and L-1011 pilot instructor, L-1011 captain and Fleet Manager. He retired flying the MD-11 as a captain flying mainly the Atlanta-Tokyo route plus Atlanta-Tokyo-New York-Tokyo-Atlanta.  He was at John F. Kennedy International Airport briefing for a JFK-Tokyo flight on 9/11.

When we spoke, it wasn’t about credentials and merits, it was about rules.

On one long-distance flight a warning light came on shortly after take-off. It was for a failure in a portion of the wing deicing system. Of itself, it was rather insignificant. The plane would not fall out of the sky, no one was in danger. But in the greater scheme of things, the deicing system is a protection against icing situations. The book said land and have it repaired unless no ice would be encountered. Flight Control and maintenance thought it okay to continue. Whip requested in writing verification that he would have a 6,000-mile ice-less trip or he would land the plane. He landed.

On another flight en route to Hawaii, he sensed a very slight bump when turning the aircraft. It was nothing of great concern. It just felt different. When it happened again, it got serious. He switched to manual control and could feel something was not right. He dumped fuel and landed the aircraft. While not of great worrisome magnitude there was enough of a “something isn’t right” sensation and repeatability that told him something indeed was wrong. It turned out to be a main landing gear door actuator that was letting the huge door move into the airstream. There is no telling what could have happened had the door opened wide enough to get some purchase on the airstream to rip it off. There was nothing in the rule book for this. But it was recognition, taking responsibility, and action in the face of an unknown. It could have been nothing. But deep down, Forrestal told him it could be something.

These were just two of the events that occurred over his long flying career. With the exception of the frustration of their flight delays, his many passengers were unaware that they owed their safety to the men of Forrestal.

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