CapnBob

In the previous chapter of my Naval Aviation saga, I finally advanced to my billet of Avionics Technician at the Targets and Drones Avionics Shop. At last, I was working alongside my friend and original sponsor that got me assigned to the Targets Department, Emmett.

After transfer to the Avionics Shop, I was assigned as a line troubleshooter and repair technician. My job was to remove and re-install avionics radios and other equipment from the aircraft on the line. The technicians in the shop and the aircraft maintenance schedules kept me pretty busy with that assignment.

Eventually, since I had the coveted Navy Driver’s License, the Chief Petty Officer over the shop put me in charge of the two “Fox Vans” which were a part of the shop’s maintenance responsibility. The vans were Large (think Class A RV) and contained the electronics for remote control of the drone aircraft as well as a large diesel generator to power all the equipment.

I kept the vans fueled up, ran up the generators once a week and drove the vans with the pilots aboard when they were remotely launching and landing the QF9G drone aircraft from the airfield. For safety of the airfield and its personnel, these operations always had a pilot on board the drones just in case something went wrong with the remote systems. NOLO (No Live Operator) operations were restricted to the Auxiliary Field on San Nicholas Island, 60NM south of Point Mugu. “Saint Nick” is an unpopulated island save for the limited base personnel that stay there. The island had their own Fox Vans.

It was at this time that I became senior enough to upgrade from ATNAN to ATN3 or Airman Avionics Technician Navigation Striker to Airman Avionics Technician Third Class Petty Officer. I passed the exams and got the new stripes plus a “hash mark” on my sleeve, since I now had four years as a sailor. A Hash Mark is awarded for each four years of service, including Navy Reserve time. I enlisted in 1960 and it was now 1964.

Concurrently with my Fox Van duties, I was also qualified to be an aircraft crew member, so I started earning “Flight Skins” as a crew member. “Skins” refers to hazardous duty pay which is in addition to the regular paygrade. Although I managed to serve as crew for several different aircraft on the base, I am particularly proud of my service as radioman on many missions aboard our drone launch aircraft, a Lockheed P2V Neptune converted from submarine detection and combat to launch the Ryan BQM-34A (Q2C) Firebee Drone, which was a pilotless drone also managed by our department.

A typical Firebee launch mission would be to fly downrange (over the Pacific Missile Range) and at some designated point, fire up the drone’s jet engine, release the drone (under remote control from the PMR HQ) and bank the aircraft hard away from the Firebee as it proceeds further downrange to be shot at by the target mission aircraft.

Most of the time, however, the drones would survive and splash down somewhere in the area only to be recovered by an old classic H-34 Sikorsky Wright Cyclone Radial Engine Powered rescue Helicopter. I had the opportunity to fly in the left seat of one of these recovery missions. What a blast!

The image at the top of the article is our P2V with a Firebee Drone attached and ready to fly. Click on either image to enlarge.

So that tells some of the story of those days after the Vietnam conflict had begun, but not yet in full swing. I finished my obligation on active duty and mustered out into the civilian world and pursued a career in aerospace engineering in which I not only supported the conflict overseas, but also space programs and many other technological improvements to the state of the art in electronics and software.

Footnote: I mentioned that my Ham Radio pal, Emmett, was involved in getting me assigned to the Targets division, but we were both involved in the Radio Club at Point Mugu, K6CST. Although I only had a Technician Class License at the time, I was able, under the supervision of the Club’s Lead PO, a General Class Ham, to learn and operate the Club’ various stations including RTTY HF, VHF/UHF, SSB HF, CW HF and more. Local Hams in the Oxnard/Ventura/Camarillo area were also involved in the Radio Club. It was a good camaraderie with those old guys, many of whom are now gone to the Savior. I still miss them.

This concludes the story of that part of my life in the service of our Nation as a young buck willing to take the risks of being a part of the Nation’s defense. I hope you enjoyed the story. God Bless.

In the second installment of my Navy experience, I alluded as to how I may have had a hand in getting my ultimate assignment to the Targets and Drones Department at the Naval Missile Center. Well, one of the Avionics Techs assigned to Targets was none other than a ham radio acquaintance from my earlier days involvement in the radio hobby in the western Los Angeles County area, Emmett, WA6COT (SK). Emmett found a way to influence the Master Chief Petty Officer, Chief Stringham, to select my name from the list of sailors becoming available in mid-1962. I was assigned to the Targets and Drones flight line as a result.

The flight line at the Targets Department had two categories of aircraft; looking from the line shack, on the left were “chase” aircraft equipped with remote control systems for the drones, and on the right were the drones themselves, several QF-9G Drone Aircraft. Better known as the Grumman Cougar, these planes were brightly colored with red-orange fluorescent paint, thereby identifying them as drones.

When I checked into the line shack for duty, the chief petty officer in charge assigned me to be a driver, since I was then 20 years old which was enough to qualify for a Navy drivers license. I became qualified to run the various tow tractors and utility vehicles on the line. I also qualified for several other vehicle types including fork lifts, NC-5 mobile power generator carts and what the Navy referred to as a “fox-van” which contained the remote control equipment used for piloting departures and arrivals of drone aircraft.

I spent several months on the Targets Aircraft line tending to the “fleet” of vehicles on the line which I had been put in charge of seeing to their fuel, maintenance and usage. There was an event that took place during my time on the line that was very significant in the history of the USA – the assassination of President John F. Kennedy. For several days prior to JFK’s interment, the base played dirges and other grim music over the 1-MC (public address system). We were sad to hear of the death of the Commander in Chief, but were glad when things got back to normal.

The last few weeks on the aircraft line, I was commissioned as a “plane captain” for one of the QF9G drones and became responsible for this particular airplane to keep it clean, maintained and ready for operation by a live pilot on the airfield. NOLO Operations (no live operator), were restricted to our auxiliary Naval Air Base on San Nicolas Island located 60 NM due south of Point Mugu.

The next (and final) chapter of my service record will account for the time spent as an avionics technician assigned to my actual training as an Aviation Technician Navigation Striker in the avionics shop. Stay Tuned.