Aviation

Service Record Post Part 2
  Naval Air Station Duties

In part one of this series, after competing “A” school, the orders came through assigning me to the Naval Missile Center Command located at Point Mugu Naval Air Station near Oxnard, California. In June 1962, I reported for duty at Point Mugu NAS to be attached to the Naval Missile Center, but that had to wait until (as new NAS reports will testify) I was attached to the Naval Air Station Command to be washed through the usual menial chores duty of a new report.

My first assignment was to be attached to “Compartment (Coop) Cleaners” in the barracks on the Naval base. Of course this involved “swabbing decks” and general clean up of the areas where the station personnel resided. It was totally unrewarding save for the acquired skills of running a mop, a floor buffer and a broom. I still treasure those skills even to this time in my life, and use them in our daily maintenance of Casa Casandro here in Arizona.

After a few weeks of “coop cleaning,” I got an assignment to the base “Security Infantry” whose purpose was to augment the Naval Station’s Security force. Upon reporting to the barracks where about sixty of us had been assigned, we were indoctrinated to our new billets as security force members.

The Security Infantry program started out with a daily routine of calisthenics followed by compartment cleaning, training exercises (with M1 Garand Rifles) and other interesting classes with topics such as survival of a nuclear attack, dealing with biological warfare and protection from chemical weapons.

We all were made available to the base security force as gate sentinels, Colors Crew (Flag raising and lowering), post watches (guarding the perimeters of the NAS 24/7) and so forth. We were on a “port/starboard” duty cycle, with one day on duty and one day off and a 48 hour liberty pass every other weekend.

We served the security force for a total of two months after which we were to be assigned to one of the several departments of the Naval Missile Center. Our experience with the Security Infantry had many benefits including live time on the firing range with introduction to M1 Garand, Browning Automatic Rifles and Handguns (1911 .45ACP). The time in Security Infantry was of great value to me, such as to be equivalent to advanced basic training (boot camp).

When my tour as a Security Infantryman completed, I got myself assigned to the Targets and Drones Department of the Naval Missile Center. More about how that came about in the next part of this series.

Service Record Post Part 1
  Naval Reserve and Schooling

This will be the first in a series of posts that address my memories of serving in the U.S. Naval Reserve. My original enlistment (at age 17) was for six years as a reservist with two years of active duty with the regular Navy. The timeline was

  1. finish high school as an active reservist
  2. go on active duty for two years
  3. muster out of active duty and transfer to inactive reserve

This first installment covers 1) and the beginning of 2) above.


I pulled some old records out of the hard copy files we keep here and scanned them in to PDF documents for posterity. Electronic files can last a lot longer than their paper counterparts.

Since I had the hard copies out of the file folder, I scanned through my service records and came to realize that my Naval Service was more of an adventure for me, rather than a job. I can think of quite a few highlights that took place in the span of about four years. My recollections follow below.

I enlisted in the US Naval Reserves in 1960 while I was still in high school. I attended weekly evening drills at the Naval Reserve Center in Santa Monica, CA. During my active reserve time before going on active duty I went to serve for a couple of weeks in USN Boot camp – NTC San Diego and also a couple of weeks on an amphibious Navy fleet vessel, the USS Pickaway, APA-222, during what the USNR referred to as “cruises.” What a contrast to what is considered a “cruise” today. I got my transfer to active duty delayed by a year in order to attend Junior College and work part-time my first year out of high school. I also got my private pilot’s license during the first year out of high school.

I reported for my two-years of active duty in June of 1962. I had a brief stay at the US Naval Station in Long Beach, CA on TDY (temporary duty) pending assignment to an eventual duty station. That service was interesting since it introduced me to Navy life as a full-time sailor. We (there were a lot of sailors on TDY) did odd jobs which included working at the commissary (base grocery store), cleaning up the barracks and even being selected as a shakedown cruise crew member for a vessel being transferred to the Iranian(!) Navy.

Finally, the interim duty at Long Beach was concluding and I had an interview with a recruiter to determine the remainder of my active duty assignment. I opted to extend my service by a year in order to attend “A” School at the US Naval Air Technical Training Center, NAS Memphis, TN. It just so happened that my older brother was on the staff of the USNATTC as an instructor, so we could be close and in touch during my schooling.

In August of 1962, I arrived at NAS Memphis for “A” School Training. While attending school, I went to church every Sunday to sing in the Bluejackets Choir which, conveniently, got me some perks (like light duty) for the duration. School went well and I scored number four in my class of 96 students in Avionics Fundamentals school (AFUA), and as number one in my Avionics Technician Com/Nav (ATNA) class of 26 students, I got to choose my next duty station as a result of class standing. I chose somewhere on the west coast of the US.

My orders came through and I found myself assigned to the US Naval Missile Center Command, Point Mugu, CA, which was located just 44 miles from my parents’ Mar Vista home in the West Los Angeles area. I will report more about my tour of duty at NMC and NAS Point Mugu in the next part of this series.

2024 Wickenburg Fly-in
and Classic Car Show

Damsel and I attended the 29th Annual Wickenburg Fly-in and Classic Car Show at the local airport. We have gone to this event just about every year since we moved here 13 years ago. This one, in spite of not much sunshine and under mostly cloudy skies, was the largest we have seen to date in fly-in aircraft, classic cars and attendees. We had traffic jams both coming in and going out of the airport.

Since the show was an order of magnitude bigger this year, we only can post a few highlights here. Below are some photos of a few of the classic cars . . .

1958 Chevrolet Convertible w/Continental Kit:

1958 Edsel:

1955 Hudson(!) Metropolitan:

There were hundreds more.

And for the aviation part of the show (again just a small sample) . . .

Classic Stearman biplane (Boeing) with Continental seven cylinder radial engine:

An Army Blackhawk Helicopter flew in:

And, finally, a MTOSPORT Gyroplane:

That’s it for this post. There were so many great classic cars and aircraft that we took photos of and may post about some of those later.

The 2023 Wickenburg
Fly-In and Car Show

Damsel and I attended the Fly-In on Saturday morning (01/21/23). This event Changed from October to January for unknown reasons, but regardless there were lots of people in attendance. There was so much traffic and cars that we wound up parked in the boonies several hundred yards out and had to walk into the airport proper.

There were hundreds of old and special cars and dozens of fly-in aircraft. Damsel and I took a lot of photos, but only four of the more interesting ones appear below. Click on any of the photos to enlarge.

1947 Consolidated Vultee L-13

This was the most interesting fly-in of the day. It is a 1947 Consolidated Vultee (now Convair) model L-13 fixed wing single engine. The Engine is a LYCOMING R680 Reciprocating Radial producing 215 Horsepower. The Weight is Less than 12,500lbs and the cruising speed is 92mph. As you can see from the photo above (courtesy Damsel), it was a very popular exhibit.

Shelby GT 500 KR

Shelby GT 500 KR. Some references to this muscle car show that these could produce 900 horsepower. That is a lot. This one was nice with blue racing stripes over light gray. Photo Courtesy Damsel.

Medevac Air Ambulance

This helicopter usually parks at the helipad next to our local Wickenburg Community Hospital. We often see it flying in and out of the area since our house is less than a mile south of the helipad. It is a 2004 Eurocopter (formerly Aérospatiale) AS-350B-3 single engine air ambulance configured helicopter. I spoke with one of the pilots who said they are “keeping busy” with routine and emergency transports.

1954 Chevrolet Bel Air Coupe

And finally, this very clean 1954 Chevrolet Bel Air Coupe was nostalgically reminiscent of the borrowed Chevy Bel Air Convertible I used to fetch my date to the Senior Prom in high school days (1961).

Damsel and I both had fun with our outing this year in spite of the crowds and parking situation. Our next outing will be “Gold Rush Days” in February. Stay tuned.

119th Anniversary of Powered Flight

December 17, 2022 — 119 years ago, Orville and Wilbur Wright accomplished the feat that mankind had dreamed about for millennia; to lift off the surface of the earth and to return safely after being aloft for nearly a full minute during one of the first of their flights on this day in 1903.

What I hadn’t realized is that the headwind during the first flights was 27 MPH resulting in a ground speed of less than 7 MPH and a much shorter flight in terms of distance.

From NPS:

December 17, 1903
Three days later [after their first attempt], they were ready for the second attempt. The 27-mph wind was harder than they would have liked, since their predicted cruising speed was only 30-35 mph. The headwind would slow their groundspeed to a crawl, but they proceeded anyway. With a sheet, they signaled the volunteers from the nearby lifesaving station that they were about to try again. Now it was Orville’s turn.

Remembering Wilbur’s experience, he positioned himself and tested the controls. The stick that moved the horizontal elevator controlled climb and descent. The cradle that he swung with his hips warped the wings and swung the vertical tails, which in combination turned the machine. A lever controlled the gas flow and airspeed recorder. The controls were simple and few, but Orville knew it would take all his finesse to handle the new and heavier aircraft.

At 10:35, he released the restraining wire. The flyer moved down the rail as Wilbur steadied the wings. Just as Orville left the ground, John Daniels from the lifesaving station snapped the shutter on a preset camera, capturing the historic image of the airborne aircraft with Wilbur running alongside. Again, the flyer was unruly, pitching up and down as Orville overcompensated with the controls. But he kept it aloft until it hit the sand about 120 feet from the rail. Into the 27-mph wind, the groundspeed had been 6.8 mph, for a total airspeed of 34 mph. The brothers took turns flying three more times that day, getting a feel for the controls and increasing their distance with each flight. Wilbur’s second flight – the fourth and last of the day – was an impressive 852 feet in 59 seconds.

This was the real thing, transcending the powered hops and glides others had achieved. The Wright machine had flown. But it would not fly again; after the last flight it was caught by a gust of wind, rolled over, and damaged beyond easy repair. With their flying season over, the Wrights sent their father a matter-of-fact telegram reporting the modest numbers behind their epochal achievement.

Sixty Years Ago Today

The (clickable) image above is the beginning page of my first Pilot Log Book. The page entries include my first flight lesson on December 16, 1961 and my first SOLO flight on January 9, 1962. I was just 18 years old then and managed to get my Private Pilot Certificate the following April, well before my 19th birthday in July.

When I first started flying lessons back then at the Santa Monica (CA) Municipal Airport (SMO), the cost of renting a Cessna 150 (high-wing, two-seat, tricycle gear, 100 HP) was $12/hour (including AvGas!). The Instructors fee was $5/hour for a total of $17/hour. In contrast, today the average cost per hour seems to be about ten times that, with Instructors fees upwards of $50 and airplane rental nearly $120 per hour, depending on local rates and circumstances.

In my early flying days, I checked out in a Cessna 172 (high wing, four-seat, tricycle gear, 150 HP) and puttered around locally with friends and family until it was time for me to go on active duty in the US Navy (I joined the Naval Reserve when still in high school). While at Avionics school in Millington, TN, I checked out in a Piper Tri-Pacer (high-wing) and a Piper Cherokee (low-wing) and did some local puttering around the Memphis area along the Mississippi River. After School, I reported to the US Naval Air Station, Point Mugu, CA, which was only 45 miles from the airport where I learned to fly, so I resumed flying out of SMO for the rest of the time I was on active duty.

After I mustered out of the Navy, I continued flying now and then for leisure and travel. Shortly after I began working at my aerospace job, I found out that I was eligible for advanced flight training through the Veterans Affairs G.I. Bill. Their program financed most of my advanced training for Commercial Pilot Certificate, Instrument Rating, Multi-Engine Rating, Instructor Pilot Certificate and Instrument Instructor Pilot Certificate. Yet, there was More! Rotorcraft Helicopter Rating and Rotorcraft Instructor Pilot Certificate. I was busy with these upgrades for a few years afterwards and finally was able to earn my Airline Transport Pilot Certificate, hence the Cap’n designation at the top of the page.

I stayed in Aerospace as my primary occupation, but flew quite a bit as an instructor and charter pilot as a sideline. I have over five thousand hours of instruction given in all types of aircraft and ratings for which I am certified.

Ultimately, in the year 2000 or so, I became ineligible for an Airman Medical Certificate because of a prescription medication I take, which supposedly causes dizziness, a symptom which I have never experienced. Rather than fighting through the bureaucracy of the FAA’s AirMed Branch in Oklahoma City to get a waiver, I decided to hang up the flying for good because my life priorities had changed now that Damsel and I were married.

A few of my more memorable experiences:

  • I ferried a brand-new Cherokee Arrow from the Piper Factory in Vero Beach, FL to Santa Monica, CA.
  • I ferried two brand-new Beechcraft Sierras from Liberal, KS to SMO
  • I earned a “Gold Seal” Instructors Certificate while instructing at SMO, based on the number of recommendations and passing ratio of my student pilots.
  • I taught a famous movie star’s son to fly at SMO. (You know who – he played the penultimate movie “Moses.”)
  • I ferried a Piper Super Cub from SMO to Opryland in Nashville, TN to a crew member working there. I met up with a lot of Country Stars plus got to watch the show live before catching an airliner back home.
  • I ferried that same Super Cub to Crescent City where my friend was filming the Star Wars “Forest Moon of Endor” sequences. I met a lot of Storm Troopers and Ewoks, but not Luke, Leah or Han.
  • I co-piloted a Cessna 410 twin engine from SMO to Jacksonville, FL and drove a rented car from there to Charleston, SC to visit with my Naval Officer Brother who was stationed there at the time. I flew back home on Delta.
  • I ferried a Hughes 300C helicopter from Long Beach, CA to New Orleans, LA. It took me three days to get across Texas from EL Paso to Beaumont-Port Arthur.
  • I qualified for Class A, B and C Helicopter External Load Certification while instructing in Sacramento, CA
  • Et Cetera – there are just too many wonderful experiences to list them all here.

I am proud of my aviation career but I am at a point in my lifetime that I don’t miss the flying. Besides, I have a lot of “Hangar Flying” memories and experiences that I can pass along to anyone who wants to listen.

Armed Forces Day, 2020

Pair of AT6 Aircraft

In the past, we have posted about Armed Forces Day on this blog. Our old home in K’Stan was located in a community that actually had an Armed Forces Day parade annually and we blogged about those back then. Well, today, there probably aren’t any parades out there because of the dreaded COVID-19. That’s a loss for them for sure.

The lack of parades, however, did not deter the intrepid airmen piloting the two North American AT6 Airplanes shown flying in formation above our Wickenburg home today. The resonant sound of the radial engines overhead brought us out of the house this morning and what a sweet sound it was to hear.

I managed to capture the above image of the high-flying planes as they passed over our place with the new 400mm lens. They were quite high, perhaps eight or ten thousand feet AGL. The planes made several passes over the area which was a delight to see these two nostalgic beauties as they transited the area.

We see that there have been several organized fly-overs in various places around the country, including the Phoenix area, but unfortunately not visible here. It is not known by us if this was an organized fly-over or just a couple of vintage AAF Trainers out for fun. Regardless, they were awesome.

We wish our Military Men and Women Godspeed on this Armed Forces Day and pray for their safety in harm’s way. May God bless them and their families on this day.