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Praetorium Honoris

Tuesday, November 28, 2023

VEGAS!!! (A rerun but a good story)

This is the story of one of the true heroes in my life.

So, there I was….stationed at Holloman AFB in lovely Alamogordo-by-the-sea NM. I’ve been married about a year now and my personnel officer bride and I have managed to align the moons of Jupiter and gotten assigned together.  She is working at the Consolidated Base Personnel Office (CBPO) and I am assigned to the 435th Tactical Fighter Training Squadron (TFTS) as an Instructor Pilot (IP) at Lead-in Fighter Training (LIFT). (I’m trying to expand Sarge’s Acronym Locker).The 435th mission was to teach newly graduated pilots the basics of flying a fighter, and also trained existing fighter pilots in the AT-38B and qualified them as IPs.


I’ve completed instructor training (Ed Rasimus was my IP, story(s) at a later date), and have been working as Squadron Scheduler.  Ed’s description of his Replacement Training Unit (RTU) scheduler, Wimpy, in “When Thunder Rolled” accurately describes a scheduler’s duties.

In any case, I’m building the schedule one day when the Squadron Commander walks in.  He’s one of the VERY few people allowed in the scheduling office when the schedule is being built.  Reduces distractions, eliminates the opportunity for pulling rank, bribery or blackmail to get on the schedule.  But the Squadron Commander is the boss, so he’s allowed.  Anyhow, he walks in and says “Juvat, old boy, I've got a good deal for you!”  Immediately I think “Shields to Maximum!  Ready all phasers and photon torpedos!”  I am attentive to his every mannerism at this point and, based on previous experience, am evaluating various escape routes.

He says “You know we’re getting a new DO (Director of Operations, the person in charge of all the Operational aspects of a Fighter Wing, an O-6, Full Colonel) shortly.  Because we’ll have to work around his schedule, and since you’re the scheduler, I want you to be his Instructor.”

Now, I need to go off track a bit to set the stage for what I envision is an opportunity to commit career suicide.  At this point in time, Tactical Air Command had instituted a policy which, to me, was absolute genius.  They modified the uniform regulation for flight suits so they could include a small patch on the sleeve showing a pilot’s experience level.  One silver colored star for every 500 hours of Fighter Time.  Additionally, a pilot would have a gold colored star if he had even 1 hour of combat time and would add additional gold stars for every 500 hours of combat time. 

There were a lot of Vietnam era pilots in the 435th at the time.

Ed had at least 3 gold stars ( I think he might have had 4).  Most of the Majors and above had at least 2. 

Since I had a little less than 1000 hours in the F-4, I had one silver star.

The reason I thought this policy was genius, and undoubtedly the reason it was done away with, was you could instantly judge a senior officer’s credibility with a quick glance to his sleeve. Fighter Pilots judge credibility primarily on having employed weapons from a Fighter in anger, multiple times.  So an O-4 with 3 Gold Stars and 6 Silver stars (4000+ hours of flying time and at least 1000+ combat time, AKA Ed) had much more credibility than an O-6 with 2 Silver Stars (our Wing Commander at the time).

About now, Sarge is probably saying “Get ON with it, juvat!  We’re paying by the electron here.”  Back in the squadron, as I have now eliminated all possible escape routes as impossible, I’m thinking about the many different ways I can screw this up.  If he’s a rising star in the, as LL at Virtual Mirage would say, Chair Force, I will probably run afoul of him because, well let’s just say, I’m not very tactful.  If he’s actually a Fighter Pilot (an attitude not an AFSC), what is little ol’ minimally experienced ME gonna teach him?

But, the die is cast; I am to be his IP.  The day of his arrival is now upon us, and I happen to be looking out the window when I see a brand new Corvette sweeping into the parking lot.  By sweeping, I mean driven as a Corvette should be driven, with authority! Out steps the driver who jams his flight cap on his head at the requisite Fighter Pilot angle and with the Fighter Pilot crush at the back. 

Robin Olds, NOT Vegas, but the flight cap is right.
A quick glance at his sleeve, 3 golds, 6 silvers.  He’s been there, done that!

He strides into the squadron like he owns it (which technically he does), and the squadron is called to attention.  Bellows “As you were”.  Walks up to me sticks out his hand and says “Juvat, I’m Vegas” I reply…..”Pleased to meet you, Sir.”  We sit down and I begin the flight briefing for his first ride.

The Instructor Pilot program at LIFT was divided into 2 parts, aircraft qualification and Instructor qualification.  Aircraft qualification was 5 flights, 3 in the front and 2 in the back followed by a check ride.  Successfully completing the check ride meant you were qualified to fly the aircraft.  The front seat rides were for practicing aircraft handling as well as landings.  The back seat was for instruments.  Landing from the back seat was taught after the check ride as part of the instructor qualification.

So, for Vegas’ first ride, we’re going to go out to the area and do a little acro then some stalls and falls, then return to the base and beat up the landing pattern.  We get suited up and walk out to the jet, fire it up and taxi it out.  The AT-38 was a pretty sweet little jet and performed the LIFT role well, but takeoff at Holloman on a hot summer day was often exciting.  Holloman’s field elevation was 4000’, which meant that a lot of runway 22’s 12000’ was needed. 


Vegas gets us airborne and flies the departure like he’s been doing it for years, we get through the advanced handling without me demo’ing any of the maneuvers, the man has golden hands.  Back into the pattern, pitch out, configure, on airspeed in the final turn, touch down on the numbers on speed.  Power back up; go around, another perfect landing and another and another.  Full stop and taxiing back in, I’m trying to figure out what to say in the debrief.  I can’t say “Got nothin’ Boss, great ride!” without appearing like a suck up, but that’s what it was.  However, we get into the debrief and he starts with “Man, I think I was about 2 knots fast on that first touch and go……” and proceeds to conduct his own debrief.

Second ride is in the back seat, he wants to do the takeoff.  Smooth as glass.  We head to Roswell to shoot an approach.  That penetration and approach was pretty tricky, there’s a big descent to make a hard altitude and if you’re not paying attention, your airspeed can get away from you, making the rest of the approach difficult.  More than one pilot has busted a check ride on that approach.  His approach was textbook. 
At one point in my life, I could read this.  Now, pretty much Greek.

We get back to Holloman and I’m looking forward to maybe getting SOME stick time at least with the landing, but NOOOOOOO.  Vegas asks if he can do the landing.  Greases it.  I’m glad I let him land, might have been embarrassing.



So this goes on for rides 3 and 4.  I’m learning more from him than the other way around.  We’re now heading back into the pattern on ride 5, his last ride before the qual check.  I’m very relaxed.  He pitches out, configures, comes around the final turn and we’re over the overrun, but a few knots slow.  I notice the nose start to rise a little sooner than I expected as he begins the flare and the throttles start coming back.  BAM, we smack down on the runway.  Power comes up, we complete the touch and go and get cleared for a closed pattern (pitch up to downwind from the end of the runway rather than go out to the pattern entry point and reenter traffic).  I’m thinking, what the heck was that, a fluke?  Configure, start the final turn, rollout.  And the same thing happens again.  Too slow+Early Flare=Hard Landing.  We've got gas for one more pattern so I can’t demo. If he doesn't land correctly this time….He doesn't.  If anything the full stop was worse.  So much so, that we’re taxiing on the runway longer than usual.  He asks me “How was that?”  

The mind is racing.  Decisions, Decisions…

“Well, sir, I think you need another ride.”  He says, “Can we do that? How?”  I say “I bust you on this one.”

 Silence.

I’m thinking, well at least McDonald’s is hiring.

After clearing the runway, we typically would call back to the squadron with the Aircraft status (Code 1-fully operational, music to Sarge’s ears, rarely happened; Code 2-flyable, but some problems; Code 3- not flyable without repairs) and the mission status (T3C -Student Passed, T2M- mission unsuccessful Maintenance, a needed system was inop, T2W- Unsuccessful Weather and T2S- Unsuccessful Student non-progress). Hard Landings have to be written up, so the jet is Code 2.

“Black Eagle ops, Juvat, Code 2, T2S” 

“Juvat, Black Eagle Ops, say again” 

“Black Eagle ops, Juvat, Code 2, T2 Sierra” 

“Standby Juvat”

“Juvat, Black Eagle One (the commander), say reason for T2S”

Before I can respond, the DO gets on the radio from the front seat and says “If my IP says I busted this ride, I busted this ride!”

I’d follow him through the gates of Hell.

26 comments:

  1. Juvat, I think I remember this story from the first time - it is still great!

    The true leader is the one humble enough to be bound by the same rules everyone else has to work under - and is the one to enforce them on themselves if needed.

    ReplyDelete
    Replies
    1. THBB,
      Agreed, although I think this episode was actually MY checkride to see if I was on the side of creating war-winning fighter pilots or on the side of Rank and Privilege. As we taxied off the runway, my guardian angel asked me a question. "If that were a second LT in the front seat, would he have passed the ride?" That was the turning point of pass fail for Vegas. I firmly believe it was also the turning point of pass fail for me.
      Even knowing now how things turned out, I wouldn't change the decision.
      juvat

      Delete
  2. Now that right there, that is a leader.

    ReplyDelete
    Replies
    1. Yep. And given the Wing King we had back then, he arrived in the nick of time. He knew he wasn't going to wear stars, but didn't care. He did care about the mission and the people. The weekly scheduling meeting chaired by the WK with Vegas at his right and me conducting the briefing, Squadron Commanders and schedulers present, frequently had restroom breaks for all to leave the room 'cept WK and Vegas. Woulda loved to be there. But was enough to see the expression on WK's face when potty break was over.
      juvat

      Delete
  3. Character is doing what's right even when it hurts. Neither side of that is much fun. Bonus: you can shave that mug in the mirror without accusing eyes staring back. AND you can trust your boss to back you when you make a tough decision. Well done on both parts. How much outside can you actually see from the back seat of a Talon?

    ReplyDelete
    Replies
    1. STxAR,
      Last first, it wasn't too bad, certainly better than the F-4 or even F-15 back seat. The jet was built to be a trainer, so the IP probably needs to see what's going on. Most guys picked it up pretty quick. Some however....
      Regarding First, come back tomorrow, more to follow.
      juvat

      Delete
  4. "“Black Eagle ops, Juvat, Code 2, T2S”
    “Juvat, Black Eagle Ops, say again”
    “Black Eagle ops, Juvat, Code 2, T2 Sierra”
    “Standby Juvat”
    “Juvat, Black Eagle One (the commander), say reason for T2S”
    Before I can respond, the DO gets on the radio from the front seat and says “If my IP says I busted this ride, I busted this ride!”"

    Sounds like you passed your check ride with flying colors. He knew that there was little you could teach him, and wanted to take your measure because, as you said, you couldn't just tell him, "HEY! Great ride! Nuthin' to complain about, smooth as silk." without seeming to be a brown noser. So he gave you the opportunity to gig him - if you had the brass for it. Good leadership lesson from him.

    ReplyDelete
  5. You each passed the test. Well, you each passed two: his in flying, and leading, yours in instruction and testing.

    ReplyDelete
    Replies
    1. HTom,
      I think my two lessons were instruction and leading. Leadership being decision making when there are no good easy options. It really was "Would you pass a 2LT on this ride?"
      Believe me I learned an awful lot from him over the next year and a half.
      juvat

      Delete
  6. Great story -- those are the guys you'd ride with wherever they were headed.

    ReplyDelete
    Replies
    1. Rickr
      "To the gates of hell" and I know there'd be a "and back".
      juvat

      Delete
  7. "BAM, we smack down on the runway. "

    "Practicing for carrier landing is, Sir?"

    ReplyDelete
    Replies
    1. That's my comment , complete with typos.
      I warned you that I'm obnoxious!

      Delete
    2. Anon (Joe)
      There are limits in what can be said. Now...A 2LT doing the same? "The runway pitched up due to a unpredicted tidal wave" would make the point and get a chuckle from him. Hopefully, conveying the message and relaxing him a bit so the next one would be better.
      juvat

      Delete
    3. Joe,
      I suspected 'twas you. I did get a chuckle out of it.
      juvat

      Delete
  8. That was a great story. It was a leadership lesson from him for you. I saw too much brown nosing in my time, both active and reserve. I envy those who were your students because I am sure you passed it forward.

    As to those leaders, there was an LTC in my last flying squadron, 772nd TAS, in the mid 80s who was a similar leader. He was one of those who got bypassed for command because he didn't have all of the boxes checked. He had "bootstrapped" through the flight cadet program in 1960. He was an honest no bull scat type of guy. From 1975 when the majority of C-130s went under MAC from TAC, promotion was not about who .... whoops can't say that on a family friendly blog (but you folks probably know). He was another of those that one would have flown on his wing through the Gates of Hell to deliver what you had.

    ReplyDelete
    Replies
    1. BillB,
      That was pretty much the majority of folks in my flying squadrons. The brown nosers didn't stick around long. They were the ones you had to throw a rock at to get them to fly. As a scheduler, I got particular on who got to fly towards the end of the period when you had to have X hours or else (I think they lost or were docked flight pay, not sure, but there was consequences). There were a lot of those folks on the Early, Early goes or the Late, Late ones when they got in that situation. Sometimes not at all. No sympathy for them. Since most of them were higher ranking, having Vegas in my corner helped. Yeah, I was the scheduler that gave schedulers bad names. Too bad, so sad.
      juvat

      Delete
  9. Remembered this one, but definitely worth repeating. Good story, but very important lesson which needs to be repeated over and over.
    JB

    ReplyDelete
    Replies
    1. JB, Yeah, As I said, "Gates of Hell"!
      juvat

      Delete
  10. It is kind of sad that what it was is so recognizable and so seldom encountered. Most of us had some really great leaders in our background but they were the very standout exception to the rule. Great leaders come along so rarely we kind of treasure the ones we. had the good fortune to serve with.
    Great story.

    ReplyDelete
    Replies
    1. Cap'n,
      Agreed. They were even less visible in that 5 sided building on the Potomac. Almost to the point of complete invisibility. Talk about the one place they were needed more than elsewhere....
      juvat

      Delete
  11. Replies
    1. Just checked yesterdays reply's, so Vegas was a sled driver? My 1st permanent duty station was McConnell AFB, Wichita, Kansas, 419 Tac Fighter Training Squadron, '70. I'm 19, all the instructors are Majors and Lt. Cols. All had at least 50 missions over N. V. N patches, most had 100 to 200 mission patches. When the pilots would get dropped off, inevitably the instructor would address me with some variation on " Hi Mike, how's the bird today?" KNEW who his crew chief was. Student knew I was a crew chief. At that stage, I was a kid (with big responsibilities) I almost, not quite worshiped the combat fighter pilots. Instructors were casual, approachable, students and none flyers, all formal, all officer. I had been reading War history from 7th grade on, with particular interest in air combat, mostly WWll. I was a happy guy, livin' the dream.
      Some day I'll describe a Thud drivers return to Thailand from a mission over N.V. Only B-52s dropped more bombs on N. V.N.
      Keep up the retro stories, I can't be the only newbie. Newbie, I think I discovered you guys because of the covidiousy.

      Delete
  12. Crusty Old TV Tech here. Now THAT was MY Air Force! Yeah, you had Chair Force types in both of my two primary AFSC's, but there were still enough real leaders around in the early 80's to learn from. Cracking good TIW, Juvat.

    ReplyDelete
  13. That approach plate brings back bad memories of UPT at Sheppard in 1992....
    Pretty sure I busted an instrument checkride there
    Differ.

    ReplyDelete

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