Archive for the 'VAW' Tag
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)
1967: VAW-11 (West coast) and VAW-12 (East coast) constitute the two largest squadrons in the Navy with some 200 officers and 800 enlisted each. Each squadron supports 4 plane E-1B Tracer (better known as “Willief Fudd” or just plain “Fudd”) or E-2A Hawkeye detachments on CVA’s and CVS’s around the world. Additionally, they provide training and qualification in type and a host of administration support tasks. The problem this was creating, among others, was a very narrow pinnacle for command and other leadership opportunities. In an effort to rectify this, a team led by CAPT Bob Yount and made up of CDR Bryan Rudy, LCDR Myer and LT Bob Allwine met with their counterparts from VAW-12 to work out a plan to convince CNO and the key bureaus in Washington (BuAer and BuPers) of the efficacy of splitting the two huge squadrons into individual squadrons under administrative wings. They met with CNO in February and were successful such that on 1 April 1967, a CNO message was released dividing the two squadrons as follows:
- VAW-11 into Carrier Airborne Early Warning Wing Pacific, RVAW-110 as the West Coast training squadron, VAW-111 to service the remaining E-1B dets on the West Coast (this would be assumed by RVAW-110 and VAW-111 disestablished), and VAW-112, VAW-113, VAW–14, VAW-115 and VAW-116 as E-2A squadrons. VAW-88 would be the West Coast Reserve squadron. VAW-117 would be added later and VAW-111 would attempt a brief come back in the early 80’s, but was disestablished after barely two years. The budget axe fell sharply post Cold War, with VAW-110 consolidating on the East coast with VAW-120 in a single E-2 training squadron, and VAW-114 being dis-established.
- VAW-12 into Carrier Airborne Early Warning Wing Atlantic, RVAW-120 as the East Coast training squadron, VAW-121 to service the remaining East Coast E-1B requirements (and continue doing so until 1976 when they upgraded to the E-2C), and VAW-122, VAW-123 and VAW-124 as E-2A squadrons. Unlike the West Coast which stood their squadrons up on 20 April 1967, the East Coast took the message literally and stood their squadrons up on the 1st of April, making VAW-122, deployed on the America, the first of the new VAW squadrons to be deployed. VAW-78 would be the East coast Reserve squadron. Eventually VAW-125, VAW-126 and VAW-127 would be added while the same post-Cold War budget axe would claim VAW-127 in 1991 and VAW-122 in 1996 and lead to consolidation of AEWWingLANT out west as Commander, Airborne Command Control and Logistics Wing when it was combined with AEWWingPAC. VAW-77 would be added as a special mission Reserve squadron.