BREAKING NEWS…Secretary of the Navy, the Honorable Ray Mabus has just announced that the next Ford Class Carrier, CVN-80 will be named USS Enterprise during his speech at the inactivation ceremony for CVN-65. Long live the name Enterprise!
The USS Enterprise (CVN 65) is slated for “inactivation” tomorrow in a ceremony at NOB Norfolk, bringing to close a half-century of service to this country around the globe. She was (is) a one-of-a-kind ship and for all of us who have stood watch and flown from her deck, we count that time as something special – my last trap and flight in an E-2C Hawkeye as CO of VAW-122 was on Enterprise, and the first chapter of the next phase of my Navy career began on her bridge a scant four months later. I’ve thought long and hard about making the trip down to Norfolk for the ceremony, but having been a part of too many squadron and ship decoms already (and witnessing one of those ships being slowly cut to pieces by the ship breakers), it frankly would have been too painful.
I choose instead to remember Big E in her heyday – deck packed with Sailors and warbirds, a bone in her teeth and course set for the distant horizon. Ave atque vale Enterprise, ave atque vale…
I remember, a sky so blue it burned your eyes to look up . . .and smoke that scarred your lungs;
We remember that for one brief moment it wasn’t New Yorkers, or Washingtonians, or businessmen or civil servants or Sailors or Soldiers or firemen or police who were attacked …
… it was America.
And whether transfixed in frozen horror at the incomprehensible images on our TVs or fleeing fire and rubble for our lives, we still came together as one nation, one people united…
Under a sky that was so blue it burned your eyes to look up …
|There is a time for everything,
and a season for every activity under the heavens:a time to be born and a time to die,
a time to plant and a time to uproot,
a time to kill and a time to heal,
a time to tear down and a time to build,
a time to weep and a time to laugh,
a time to mourn and a time to dance,
a time to scatter stones and a time to gather them,
a time to embrace and a time to refrain from embracing,
a time to search and a time to give up,
a time to keep and a time to throw away,
a time to tear and a time to mend,
a time to be silent and a time to speak,
a time to love and a time to hate,
a time for war and a time for peace.Whatever is has already been,
and what will be has been before;
and God will call the past to account.
I said to myself, “God will bring into judgment
Cross-posted at steeljawscribe.com
* Or How I Learned to Stop Worrying and Embrace The Bad Old Days
Get out your white suit, your tap shoes and tails
Let’s go backwards when forward fails
And movie stars you thought were alone then
Now are framed beside your bed
Don’t throw the pa-ast away
You might need it some rainy day
Dreams can come true again
When everything old is new again
– Peter Allen, ‘Everything Old is New Again
There was a point, a decade or so ago (OK, maybe two decades back), when I thought some of my bete noirs, like medium- and intermediate range ballistic missiles and long-range cruise missile-armed supersonic bombers were going to go skulking off into that not-so-gentle night. Alas, it appears not so:
A move by Russia to sell its production line of Tu-22M3 long-range bombers to China for US$1.5 billion to China was confirmed by the US-based US-China Economic and Security Review Commission two years ago and the bomber’s name will be changed to the Hong-10, reports the state-run China News Service … The Hong-10, whose components will all be produced in China with the exception of the engine, is expected to fly in the second half of next year, and the country will produce 36 aircraft in the first batch to be delivered to the air force. One of world’s fastest long-range bombers which can also carry atomic weapons, the plane can cover the South China Sea, East China Sea and even the western Pacific. Sources here and here.
So now, along with pondering MRBMs that may be the Pershing II re-incarnated, alongside bulked up Badgers, we have the prospect of the Backfire being introduced into the increasingly volatile mix that constitutes the Far East Theater. Mah-velous. Previously rebuffed in the late 80’s/early 90’s by the Russians who didn’t want to upset the balance of forces in theater, the Chinese evidently closed the deal in 2010 to domestically produce up to 36 Tu-22M3 Backfires (Domestic designation: H-10) with the engines to be supplied by Russia – an agreement all the more curious because of the very real anger the Russians have (had?) over the Chinese knock-off production of the Su-27SK that formed the basis of the J-11 family and the navalized J-15 without paying the attending license-fees.
While it is easy to wave the “game changer” flag, the appearance of the H-10 in the region, especially in terms of coverage in the SCS and as a possible LACM platform for strikes against Guam, will be cause for more concern and an additional complication in the “Pacific pivot.” Already, H-6’s and H-6K’s running around the region with a variety of sub- and supersonic cruise missiles are cause for concern, and now, just as in the ‘Good/Bad Old Days’ the appearance of the Backfire on the stage once again places a premium on our ability to reach out and touch at long ranges, the archer before he has the option to shoot his arrows – rebuilding the Outer Air Battle as it were, but in an updated form to handle an updated threat and under conditions we didn’t necessarily have to face in the Cold War. It also means stepping up our training and putting renewed emphasis on countering the reconnaissance-strike complex that would support the H-6/H-10 (and ASBMs for that matter) – time to get serious about OPDEC, EMCON and a host of other TTPs we became very practiced with during the 80’s but have let atrophy over the years. Oh, and did I mention the need for some really, really good AEW? 😉
And do-on’t throw the past away
You might need it some other rainy day
Dreams can come true again
When everything old is new again
When everything old i-is new-ew a-again
Crossposted at steeljawscribe.com
In every battle there is a moment when the combatants, and the world, seem to catch their breath. It is a fleeting moment, lost in the blink of an eye. But in that same blink, everything changes. Such moments are borne of desperation, of courage, of plain dumb luck. But they are pivotal – for what was before is forever changed afterwards. – SJS
Of the 200-some odd models that populate my study and other places around the house, there is but one on my desk. It isn’t a plane that I have flown (though not for a lack of desire), nor is it even one I have had a working relationship with when I was on active duty. Indeed, it is one I have yet to even see in person except in a museum. That plane? It is an SBD-3 Dauntless – but not just any Dauntless. It is in the colors and markings of the VB-5 “Black B1” Dauntless flown by LT Dick Best at Midway. The reasons I have it there are manifold and it serves as a daily reminder thereto and are compiled and summed below.
“As you know, you go to war with the Army you have. They’re not the Army you might want or wish to have at a later time.” – Former Defense Secretary Donald Rumsfeld, December 2004
The Navy in 1942 was very much that kind of Navy — the one “you have.” Ships and aircraft that were in transition from an earlier age of technology and warfighting that hadn’t quite got the kinks worked out, whose replacements that did were still on the drafting boards or just now beginning construction and were months, if not years away from combat. Tactics that had been developed by “disruptive” innovators that had, as yet, to be fully tested in battle. A command structure that suddenly found itself engaged in worldwide fleet and joint operations. In light of these conditions, several actions had to occur prior to 4 June 1942 to enable the American victory at Midway.
You and I have a rendezvous with destiny. We will preserve for our children this, the last best hope of man on earth, or we will sentence them to take the first step into a thousand years of darkness. If we fail, at least let our children and our children’s children say of us we justified our brief moment here. We did all that could be done – Ronald Reagan
Through the years we’ve observed Memorial Day on these pages in a variety of ways. Through it all, we’ve sought to instill a sense of perspective and context to an occasion that, unfortunately, most have come to recognize as a mere green light for the frivolous pursuits of the summer season.
We’ve offered a first person perspective:
Some number of years later the memory came flooding back as we learned of the terrible news. It had been while flying a low-level anti-ship cruise missile supersonic profile for a destroyer. Just a training hop. He’d taken time off from his post-command staff job to climb back in the cockpit he so dearly loved. The big Tomcat was there one minute – and gone in a cloud of flame, smoke and vapor. Little was found – and a good friend, a husband, father, and fighter NFO beyond compare was gone. CAPT Scott “Scooter” Lamoreaux, USN. Bounty Hunter One. Rest easy Scooter and know that while we all miss you, we each have our memories. Mine forever of an orange and white jet with the countenance not unlike a guppy, suspended against the Florida sky and two young buck aviators, intense on the task at hand and loving every second of it with grins a mile-wide, yet hidden behind an O2 mask, having the time of their life… Flightdeck Friday: T-2C Edition
Here and elsewhere much has been written of the Doolittle raid, from the bookstand to Hollywood and the curriculum of War Colleges the world over. Coming fast on the heels of the stunning blows barely four months prior a malevolent arc of destruction and defeat stretching from Pearl Harbor back across the Pacific to the Philippines and the rest of Asia, the raid was, no, is emblematic of the American fighting spirit and ability to improvise on the fly and conduct improbable operations on the field of battle. From John Paul Jones’ raid on the English port of Whitehaven to putting a man on the moon barely a decade after the first tentative attempts to launch a satellite, our history has been replete with no small number of audacious operations. Of all these though, the Doolittle Raid is probably the best known and yet, there are aspects that still remain shadowed. To be successful required meticulous, but rapid planning. In short order an idea, germinated in Washington had to be planned, practiced, logistically provided for and executed in an air of ironclad secrecy. This in an age where “netcentric” and “JOPES” weren’t even a mirage on the horizon. As always, it was having the right people in place to do the heavy lifting behind the scenes that laid the groundwork for success. In the case of the Doolittle raid, there were four naval officers, one you have heard of, but two or three others you just as likely haven’t, who played key roles in the planning of the raid.
CAPT Francis S. Lowe: A member of the USNA class of 1915, a 1926 Naval War College graduate, a submariner, then-CAPT Low was assigned as Operations Officer on ADM King’s staff at CINCLANTFLT, and later followed him to Washington when King became CINC, US Fleet and CNO. Among his duties as Operations Officer was overseeing the ASW operations of the fleet, and it was in this capacity that he flew to Norfolk, VA in January 1942 to review the status of the USS Hornet CV-8. Chambers Field (the original, now part of the heliport today) had the outline of an aircraft carrier painted on it for FCLP (Field Carrier Landing Practice) which is used to maintain some of the skills necessary to conduct flight operations off an aircraft carrier – to include launching with a minimum of deck space available. It was during this trip that he observed some B-25s making passes at that outline in a mock attack and realized that twin-engine aircraft would fit on the deck of a carrier and wondered if the B-25s would be able to take off from a carrier. Upon his return to Washington, he mentioned his idea to the Admiral who thought it had merit as did General “Hap” Arnold (USAAF).
CAPT Donald Duncan: A 1917 graduate of the USNA, and holder of a MS in Radio Engineering from Harvard as well as a Naval Postgraduate school grad, then CAPT Duncan, a naval aviator with extensive carrier experience, was King’s Air Operations Officer and the one to whom it fell to evaluate the possible use of the B-25 from a carrier. In 30 handwritten pages, he outlined all the necessary details and precepts for a successful strike in a feasibility study forwarded to King and Arnold recommending the use of B-25s and oversaw the proof of concept flight that showed the Mitchell bombers could indeed, launch from a carrier deck. Subsequently he also oversaw the necessary logistical and administrative details needed to get the bombers to and onboard the Hornet at Alameda Naval Station.
LT Henry L. Miller: A 1934 graduate from the Naval Academy and native of Fairbanks, Alaska, then-LT Miller was a designated Naval Aviator. A multi-engine pilot and graduate of the Bombardier course at Sandia base and the All Weather course at Corpus Christi, he was serving as a flight instructor and Personnel Officer at Ellyson Field, FLA when tasked to train Doolittle’s pilots on takeoff techniques from the limited deck of a carrier. Shifting operations to Pierce Field (one of the outlying fields at Eglin AB – literally out in the sticks) LT Miller not only trained the raiders on take off techniques, but was also principle in teaching the finer points of shipboard life in general and accompanied them as operations shifted to Sacramento, CA and all the way to launch from the Hornet, 700 nm from Tokyo.
LT Stephen Jurika: Born in Los Angeles while his parents were visiting there, then LT Jurika grew up in the Philippines where his dad owned a number of plantations. He graduated from the Naval Academy in 1933 and served as a naval attache at the American Embassy in Tokyo before World War II. As the USS Hornet Association’s website notes, the plot thickens from there:
Being fluent in the Japanese language, he was able to collect significant information about the Japanese military and industrial capabilities, even photographing many of their sensitive sites. From August 1941 until October 1941, he reported to the Director of Naval Intelligence, providing a great deal of information about the Japanese threat, including specific information about the new “Zero” high performance fighter. In October 1941, he was involved with the commissioning of USS Hornet (CV-8), initially serving as the Flight Deck and Intelligence Officer. In mid-January 1942, he consulted to Captain Donald Duncan who was then conducting a feasibility study about launching a bombing raid against Tokyo. Lt Jurika provided a great deal of information about the types and locations of high priority industrial and military targets. Two months later, when the Hornet was carrying the Doolittle Raiders to their launch point, Lt Jurika spent many hours briefing them on the locations of the high value targets and optimum flight routes.
He also had a personal contribution to make to the raid:
One bomb was decorated with Japanese medals, donated by Navy Lieutenant Stephen Jurika, who had received them during pre-war naval attaché service and now wished to pointedly return them to a hostile government. (NHHC)
Each officer would go on to serve with distinction in the war and afterwards. CAPT Low took command of the cruiser Wichita and saw action from Africa to the Pacific. Returning to the US he was Chief of Staff for Tenth Fleet, running ASW operations in the Atlantic theater of operations and finished the war as Cruiser Division SIXTEEN supporting the invasion at Okinawa and strikes against the Japanese homeland. After the war he was in charge of the surrender and neutralization of all Japanese Naval installations in Korea and reported in November as Commander Destroyers Pacific Fleet, serving until March 1947, when, upon his advancement to Vice Admiral, he was given command of the Service Force, US Pacific Fleet. In November 1949 he returned to the Navy Department to conduct a special survey of the Navy’s anti-submarine program, and in February 1950 was designated Deputy Chief of Naval Operations (Logistics). He continued duty in that capacity until May 1953, when he became Commander, Western Sea Frontier, and Commander Pacific Reserve Fleet. He served as such until relieved of all active duty pending his retirement, effective 1 July 1956. He was advanced to Admiral on the basis of combat awards.
CAPT Duncan would become the first CO of the lead ship of the Essex class CV and see action in the Marcus Islands and Wake. From here he would serve as CARDIV commander, CINCPACFLT Chief of Staff, DCN(Air) and finally DCNO before retiring in 1957. Following the Doolittle raid, LT Miller commanded an Air Group on board USS Princeton (CVL-23), and during the remainder of the war he had command of Air Group SIX stationed on board USS Hancock (CV-19). Following the war he served in the Navy Department until July 1948, first assigned to writing Air Operations Instructions, later serving as Executive Officer, Air Branch, Office of Naval Research. For two years he served as Public Information Officer on the Staff of Commander in Chief, Atlantic Fleet, and from June 1950 to August 1952 served successively as Executive Officer of Composite Squadron SEVEN, and of USS Leyte (CV-32). Graduating from the Industrial College of the Armed Forces in 1953 and, he reported for duty in the Strategic Plans Division at the Office of the Chief of Naval Operation. Subsequent assignments saw him in command of USS Hancock, commander of CARDIV 15, and later, off Vietnam, CARDIV 3/Task Force 77/7th Fleet Carrier Strike Force. On July 22, 1959 Miller was commissioned a Rear Admiral, and was appointed Chief of Staff and Aide to the Commander Naval Air Force, Pacific. Rear Admiral Henry Louis Miller commanded Carrier Division FIFTEEN, which is the Anti-Submarine Hunter-Killer Task Group from May 1961 to June 1962. Admiral Miller also served as Assistant Chief of Staff for Plans, Joint Staff, Commander in Chief, Pacific, during the time when the turmoil in South East Asia escalated. He then assumed command of Carrier Division THREE, a Heavy Attack Carrier Task Group, and at the same time he took command of Task Force, SEVENTY-SEVEN, and the Carrier Striking Force of the SEVENTH FLEET and in this capacity, took the first nuclear power Task Force into combat with the enemy in Vietnam.
LT Jurika followed the Doolittle raid with an assignment to COMAIRSOLS on Guadalcanal as Air Ops officer, a tour which included a special operation that earned him a Legion of Merit. Returning briefly Stateside as a torpedo instructor, he returned to sea as navigator on the USS Franklin (CV-13) and in this capacity, was awarded the Navy Cross for his actions on the bridge in the wake of the attack and devastating explosions and damage that almost sank Franklin. After the war and a variety of foreign service tours, retired and began a career as a professor at Stanford University and the Naval Postgraduate School.
Note: The oral histories of several of the principals involved with the Doolittle raid and battle of Midway – including that of Stephen Jurika, are available through the Naval Institute via the ‘print-on-demand’ program. I think the advent of the 70th anniversary of the Doolittle Raid and the upcoming Battle of Midway observances would be a great time for the Naval Institue Press, in line with the Strategic Plan released at last week’s Annual Membership meeting, to announce it was making e-book versions available of these histories. w/r, SJS
Stick around any job long enough and pretty soon you’ll find a pattern of repetition or cycles will emerge. When on active duty, it was inexorably tied to the CVW turnaround training cycle. This year we are now on the threshold of the 3rd North Korean space launch vehicle (SLV) attempt since 2006 and the 4th overall since 1998 and my third participation in one form or another thereof (for the record, they are batting .000 with an Oh-for-3 record since 1998 – kind of like how the Red Sox and Yankees started the year, eh?). At least this time they had the good grace not to screw with a 4-day holiday weekend. Given this Northeast Asian 21st century meme, I thought we might take a moment and breakdown aspects of the launch and the SLV as it will provide a basis for comparison with the next in the series on the Atlas – our first ICBM and workhorse SLV from almost a half-century ago.
Another Flightdeck Friday and sadly, another memorial – this time for another pillar of the E-2C Community, CAPT Edward C. Geiger, USN, ret. (“Ned”). Ned passed away suddenly earlier this week just as he was beginning to enjoy a well deserved retirement having wrapped up his post-Navy career. Services are tentatively slated for Saturday, 31 March 2012 in Norfolk; time and location TBA.
Memorial Service in Honor and Memory of Ned Geiger: Saturday, March 31, 2012 at 4:00 pm; Royster Memorial Presbyterian Church, 6901 Newport Avenue, Norfolk, Virginia 23505
In lieu of flowers donations may be made in his memory to either of the following organizations.
- The Baldwin Fund of The Williams School,419 Colonial Avenue, Norfolk, VA 23507 (757)627-1383
- VAW/VRC Memorial Scholarship Fund, Post Office Box 15322, Norfolk, VA 23511-0322
It has been said here and elsewhere that all the advanced technology in the world isn’t worth squat if you don’t have the people to go with it. How many bright ideas and technological wonders have ended up on the rocks of time, rusting and forgotten because the human element was absent? Perhaps no area is this more noticeable than in naval warfare, especially the Naval aviation side thereof. When you look at the life of carrier aircraft, the successful ones have had people of all stripes come along at key points in their life to give direction, purpose and advocacy. Sometimes they are in highly visible positions — VADM Tom Connolly (DCNO-Air) whose famous (or infamous, depending on which side of the table you were on) spike in the heart of the TFX (“There isn’t enough thrust in Christendom to fix this plane”) was key in getting the F-14 off the ground. But for all the FOs, high level SESs or heavy-hitting industry program managers, for all the slick brochures and eye-popping PPT presentations, unless you have skilled aircrew who can raise others in the stead, who have both an affinity for the mission, a vision of where the community needs to go and leadership skills in the plane and on the deckplates to reinforce and grow the aircrew and maintainers, the aircraft will ultimately fail and be relegated to a footnote. In the early 1970’s, the VAW community was faltering despite the growing needs of a Navy pushing ever farther in to the digital revolution. The E-2B, an improvement over the hapless E-2A, was nonetheless beset with material problems and had fallen far short of expectations. The leap in capabilities over the WF/E-1B that were expected of it had yet to fully materialize – and many outside of the community openly doubted it ever would. Mission assignment often came as an after thought and the very idea of putting the E-2B in a critical role for a particular mission just wasn’t considered.
The entry of the E-2C came via muted applause – and much skepticism outside the community. It would take the concerted efforts of a group of tactically astute visionary aircrew – and especially NFO’s (recall we are still less than a decade from the creation of the NFO out of the NAO community) to work within the community to build NFOs who would be technically and tactically adept with the new technology the E-2C was fielding, and at the same time, advocates outside the community and within the airwing to raise awareness and relevance of the new Hawkeye. As has been the case since the beginning of US Naval aviation, the core of the effort was centered on a group of “senior” JOs who brought experience and hard lessons to bear in the Fleet and in the RAG (Fleet Replacement Squadron for you young pups).
Ned was not only one of those folks, he stood head and shoulders above the pack.
Ned brought his considerable skills to bear with the VAW-122 Steeljaws in the mid-70’s as they not only transitioned to the E-2C, but became one of the two East Coast squadrons to end up with a West Coast airwing and all the challenges that ensued with a continent between them. As the squadron NFO NATOPS officer, and later, head of NFO Training (aka “Mayor of Mole City” at RVAW-120), the standards and expectations that Ned set would have far ranging effects on those who would later go on to other squadrons and positions within the VAW community and elsewhere. Among those were an expectation of a level of knowledge about the system and how it worked that was at once detailed and integrated — not only would, for example, you have to be able to understand how a radar return was processed in the (then) new digital processing system the E-2C (and later E-2C ARPS), you had to combine it with what the IFF system and main computer and display processing system was doing with it to eventually display it on the scope. But it also wasn’t enough to be radar or system geeks — Ned was also one of the forward thinking VAW tacticians who looked to expand the mission beyond mere radar-based early warning and in the process, grow the capabilities of the CVW as a whole. And to do so, you had to get out of the hangar or VAW Ready Room and into the fighter, attack and others’ home turf. Face-to-face debriefs were emphasized, early participation in mission planning and always, an aggressive, assertive approach that sought to push back the residue of the E-2B years and show what we could do. The Ensigns, LTJGs and LTs that emerged from the RAG and squadrons in the late 70’s/early 80’s epitomized this new approach and formed the nucleus that pushed for continued advancements in the weapons system and standing in the airwing. And again, Ned’s fingerprints were all over them. The crews that flew over Bosnia and in OIF and OEF had links, directly or indirectly to Ned’s efforts. The fact that we are pusing the envelope even further today with the advent of the E-2D Advanced Hawkeye can be directly traced back, in no small part, to his body of work.
To a young NFO just entering the community in 1979, Ned was central in shaping and directing my focus as a Hawkeye NFO, both in RVAW-120 and later, when he joined us in VAW-121 as one of our department heads. We learned much from Ned — even as a standout squadron on the seawall, Ned was the sort that prompted you to raise your personal and organizational bars and push out even more. Flying with Ned was always great – whether it was watching him handle a covey of fighters or deftly influencing Alpha Bravo towards a particular course of action on the AAW net, no matter how much time you had in the aircraft, you always took away something from flying with him. On the ground, Ned was a leader without peer as a DH and later, as many will attest to, as CO of VAW-126. As VAW/VRC placement officer, he played a vital role in guiding and slotting up- and coming talent in the community – not an especially easy thing as CO’s from time to time have their own interests in mind and their own desires which may not always mesh with the individual’s or community’s best needs. And later as Chief of Staff for the Eisenhower Battle Group, he brought those abilities to further fruit. In fact, now that I think of it, Ned’s ability to convince someone of a particular COA without them actually being aware of how they were being influenced brings to mind another master of the skills of persuasion – except he wasn’t fictional…
Ned will be greatly missed by a large and geographically dispersed community and his family are certainly in our prayers.. He was a pioneer for the Hawkeye community, a consummate Naval officer and aviator, a leader, mentor, husband, father and a friend. A fitting epithet when one thinks about it. Godspeed and rest in peace.
(crossposted at steeljawscribe.com)
It has been said that in a world intricately and inexorably connected, individually, we seem to draw apart from one another. That those connections we have are tenuous, virtual and of little lasting substance or effect. Like spiderwebs on the wind, we connect and (temporarily) bond with whatever object we come in contact with, only to be pulled apart and float until the next object enters our space. We see this in our personal and professional relationships on a regular, daily basis. And yet, every now and then we are reminded of the ties that bind – that survive the immediacy of the moment no matter their outward, gossamer appearance; which bespeak a deeper level of common interest and shared values. We are reminded, if you will, that no man is indeed, an island.
The events of the past few weeks have underscored the above for me. In no short order, I learned of the loss of three persons of note to myself, and to many others around them. They were many things to many different people – writer, poet, leader, aviator; but in the end they each, in their own way, made a difference. There was CAPT Carroll LeFon – Lex to almost everyone, whose legacy and loss has been chronicled here and across the web. His writing is timeless, coming from the head and heart with the rare ability to find common points of intersection with his readers and relate a story in such manner that even those who never tasted salt air or viewed the world through sun-drenched canopy could readily relate. We saw that gift brought to life last night at our gathering in DC and across the nation and the world as people from all walks of life came together to pay honor to his legacy. But did you know that three of the JOs under him when he was a VFA squadron CO so many years ago screened for command this past week? There’s a living legacy for you.
On the way to the wake last night I also learned of the passing of CAPT Ed Caffrey, USN-ret. Himself a gifted aviator, CAPT Caffrey was a leader and pillar of the Hawkeye/Greyhound community. The term “people person” is overworked to the point of material failure in this day and age, but he was an original in that manner. There are today, many a former VAW and VRC CO, XO and Department Head who were mentored (again, an overwrought but apropos word here) during his tenure as CO and AEW wing commodore. More than a few of us, myself included, owe a deep debt of gratitude for his support and advocacy on our behalf and on the behalf of the VAW/VRC community. Easy words to say now, but there was a time when the community had, shall we say, less than enthusiastic support at the CVW level and higher because of the “support” label broadly brushed on anything that didn’t have an “F” or “A” in the 2-letter designator (and if it had an “H” or ended with a W or Q, well, bonne chance mon ami and don’t let the hatch hit you on the way out). More than that, he cared deeply about people – his people, be they residents on the Breezy Point seawall, his nav division on JFK, students at Naval War College or even later, students at Valley Forge Academy. Just ask the recipients of the VAW/VRC Memorial Fund which he took the lead in establishing. He made a difference.
And there was Jeff Huber – a retired Hawkeye NFO and writer with a pen of steel and a mind of sharper wit. Jeff was another ground breaker for the Hawkeye community, as Skippy-san so very eloquently lays out in a fine tribute over at his site today. Jeff had the courage and determination to drag E-2 tactics out of the moribund 50’s and 60’s and lay the foundation for the missions that lay just over the horizon — Kosovo, Desert Shield/Storm, Southern Watch, OEF and OIF. Later he took that same determination and sought to be a conscious for a Service and country that seemed determined to ignore its roots and founding principles. I didn’t always agree with his assertions – but they provided a reference point and more importantly, a prompt for me to evaluate and re-evaluate my own assumptions and analyses. Too often today people want to reside in the “amen” section and decline to think critically for themselves – deferring instead to the opinions and assertions of others whose best or only attribute is their shrillness.
Different paths, with seemingly random co-mingling or intersections – what are the ties that bind? In each case you are witness to someone who deeply cared about their nation, their Service and the people under their charge or in association. Each, in uniform and in retirement, sought to continue to serve, in their own way and do what they could to better their fellow humans and the Navy to which they had dedicated a substantive part of their life in its service. Some few years back the Navy was casting about for a definition of ethos. I and several others demurred on the end, corporately derived and committee driven statement that emerged from the “process” preferring instead to point to the 200+ years of example driven ethos and the principles detailed therein. Of things like service before self, courage in the face of overwhelming opposition – of conviction and standing firm for principles when all else was sinking beneath the waves. If I were asked today for more recent examples, I can think of none finer than the three I highlight above — outstanding aviators, naval officers without peer and human beings who cared deeply about and for their fellow mankind.
And I am honored to have worn the uniform and served with them.
(crossposted at steeljawscribe.com)
Every now and then I get a chance to reach escape velocity from my day job and do something really fun or different. Recently that entailed presenting a BMD overview to a couple of classes that were part of the Naval War College’s Non-Resident Seminar program (of which YHS is a graduate). And like any good presenter these days, one needs a brief – so, ecce: