Hawaii Revisited

Since Sarge is on an extended leave of absence and Beans has been pulling more duty than an aviator in hack, I figured I would try to help. 

That opening photo is recent, just last week when wifey and me were visiting Oahu for the first time in many years.  We decided on that island since we were bringing first timers in the form of my sister-in-law, her husband, and their recently graduated 18-year-old. We prefer the less busy islands like Kauai or Maui, but Oahu is perfect for the newbies. 

I think I was last there in 2018 or 19, before COVID, at some conference that I can't recall, but that was during my previous job which I have load shed when it comes to some of the memories.

Punchbowl National Cemetery

The ladies at the memorial to those who died on Wake Island, which includes their great grandfather.  

Big Mo

Much of my time on the island was spent over on the Leeward side at Barbers Point NAS where our annual ASW qualifications were achieved. My squadron would either ride the carrier over from Japan for RIMPAC and fly back, or fly there and back with stops on either Johnson atoll or Wake Island.  No, we didn't have the legs of an Israeli F- 35 😉, as our 4-plane division flight required a refueling "stop" halfway there from Hawaii, and halfway from there to Japan.  Thanks Air Force!

Barbers in 1958 By Father of JGKlein, used with permission, Public Domain, https://commons.wikimedia.org/w/index.php?curid=10907334

Our resort happened to be on the Leeward side so our grocery shopping was in the vicinity of where the NAS was. In fact some of it was actually on land that once was part of the air station. That side of the island has grown massively since I was there in the late '90s, with many more houses, schools, and malls from what I remember.  The base itself, which was turned over by the Navy to the state of Hawaii seems to have transitioned well, with several Hawaii government agencies and organizations taking up residence there.  A huge FBI office building has been built just inside where that gate was.  The old BOQ and BEQs have been converted to apartments, some of the hangers are taken up by the Hawaii National Guard, and the runway is still in operation as a Coast Guard Air station. But there's still a lot of surplus buildings that seem to be falling into disrepair.  It's nice to see that the street names have maintained their Naval history character such as Boxer and Midway, Lexington, Yorktown, Saratoga, Saipan, etc.

From Google Maps

Another historical note is that the former base is also home to Naval Air Museum Barber's Point featuring only a few airplanes, ones that served from the site.  Apparently there was a battle, and maybe a bit of corruption, that prevented this museum from growing, to the benefit of the one on Ford Island. 

From Google Maps

From Google Maps

This was the hangar my squadron trained from.  It looks just a little worse for wear, but the Pacific Aerospace Training Center for the Univ of Hawaii has taken up residence and it seems they have taken some care of it.

I do wonder what became of the base housing there, which was seemingly new when I trained there while in Japan.  Google maps shows that they are lived in, but how the Navy handled that transfer makes me curious. States don't like to be landlords I don't believe.

Okay, I did some more research and found out that the Navy retained the housing, but that's quite a trek to Pearl Harbor.  I guess base housing is better than the high costs outside.

Anyway, a lot has changed there so I guess the adage 'you can't go home again' still rings true.  Although Barbers was never my home, yet it was a place where we could get a little bit of America while stationed in Japan.

As for the vacation it was wonderful. I drove the family up to the North shore, over to Kaneohe, up that beautiful drive that is the H-3 South through the tunnel, and a little bit of backtracking to see the Pali Lookout.  Did a luau and took the kid Waikiki for a surfing lesson which he loved.  Finally, we spent a bunch of time around the pool sipping Mai Tais, with an occasional dip into the lagoon for some pretty great snorkeling.  

All in all, a good vacation was had by all. I got back to work in time to take Juneteenth off the next day.  Don't get me started, I think it's a stupid name, but I will gladly take the day off thanks to the taxpayers.   

Hope your summer kickoff is as memorable.

My Turn for Reminiscing

 

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Juvat has been my muse this week because of his Monday post, with him reminiscing on the past, his family, career, and such.  I realized how there are some similarities in our careers that started in our youth.  Juvat's career paralleled his father's to some extent, as did mine.  Both he and his dad flew fighters, and both me and my dad were Carrier-based Airedales- him loading weapons on the jets, and me later flying the S-3B Viking off them. 

My interest and love for the Navy was cemented early on.  Dad would bring me to work on occasion, and I remember sitting in the Ordie shack, wearing ear-muffs, aka Mickey Mouse Ears, and soaking in all the sounds, smells, and conversations.  I was quite young, only seven when he retired, but those were very formative years.  I remember always having Navy jet photos in my room- first the F-8 Crusader, and later the F-4 Phantom as his squadron transitioned to that platform.  I loved seeing those aircraft on the tarmac at NAS Miramar where he was stationed.  My best friend, across the street,  another Miramar Navy brat, taught me how to make a paper airplane, and we'd write Phantom on the side.  I also remember going to airshows at the base, which were a thrill.  Dad was a couple of reserve  squadrons during those years of my life- a Navy TAR- (Training Active Reservist) in VF-31 and VF-302 . It was a good job for a family man with four kids as he no longer had to deploy.

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To be honest, he never wanted me to go into Naval Aviation.  He definitely encouraged me to join the Navy, and because of my good grades, guiding me towards the Naval Academy since I had a slight leg up on the nomination process with him being retired.  However, aviation was something he found too risky and dangerous, despite his own career, seeing too many pilots not come back from Korea and Viet Nam, or crash on the carrier.  His encouragement was subtle, with him ordering me a USNA admissions catalog, which was thick with slick color photos of all things Navy, showing Midshipmen looking distinguished in their dress uniforms, or engaged in team sports, which I was heavily involved in in High School.  It also showed pictures of Midshipmen during summer training, on ships, shooting weapons, wearing flight gear, and the like- all various career paths that one could undertake after graduation.  

So I set myself on the path towards admission by seeking leadership positions on sports teams or clubs, meeting the fitness requirements, and loading up my schedule with all the hard classes, vice easy electives.  However, that Academy appointment never came, despite three nominations, as I didn't get the vision waver.  I was crushed, but that very same day my school was visited by the local Navy recruiter who asked if I had submitted an NROTC package.  I hadn't considered that path, but I did as suggested, and the rest is history.  I was far better off in NROTC anyway as the hard science and math classes nearly killed me, barely making it through.  Fortunately my grades in the other courses kept the NROTC academic advisors off my back.

Back to that aviation piece...So Nuke Surface or Subs wasn't in the cards, and I had no interest in being a Marine, so that left regular straight-stick SWO.*  I didn't really enjoy my two summers of Surface Warfare training- one on the USS Texas (CGN-39), and USS Gallant (MSO-459) - a mine sweeper out of Treasure Island on San Francisco Bay.  Yes, I got to visit Hawaii for the first time, and sailed up to the Portland Rose Festival, but SWO life just didn't excite me.  

I mentioned it before, but I actually didn't think I could get into flight school due to allergies.  However, that wasn't in my medical record, it had diminished as I got older, and thanks to a salty Chief, was something I learned not to mention to the flight docs!  As it turned out, what little hay fever I had never affected me in flight.  

One of my college summers found me in an S-3A Viking for a fam flight, which I just loved- fully acrobatic, four guys inside to shoot the bull with in flight, and a cool mission- hunting Russian subs!  Another one of the perks was that they were in San Diego- where I was born, went to college, and had lots of family.  I struggled a bit in Flight School, but did well enough to get that as my first choice- type of aircraft and duty station.  

However, while at the Fleet Replacement Squadron (FRS) at North Island, the FDNF**brief from the instructor who flew S-3s in Japan really interested me and I volunteered to go overseas.  Shortly thereafter I got engaged, but before she accepted, I warned her about my orders.  Fortunately she was all-in.  We spent three years there, but 2 years of it in total for me were spent at sea.  We found time to have our son, albeit too early- born at 29 weeks, weighing in at 2 lbs 5 oz- so he spent May through August in the NICU.  I spent two of those weeks with them, but then stupidly went back to sea, thinking about duty over family.  That was rough on my wife so a year later I took some orders that weren't the best for my career, but close to family, which she needed.  

Shore duty in San Diego was just was a blessing for us- buying the house we still live in today (and surely couldn't afford today), having our daughter, and figuring out what is really important in life.  I thought I might resign at the end of that tour, finding some more stable work-life balance, but the detailer played some games with me.  He pulled me early before my aviation commitment was up, sending me back to sea out of Bremerton, and requiring me to fulfill those orders before I could leave.  However, my son was diagnosed with some developmental disabilities during that tour, and staying in was the best thing for us.  

We rotated back to San Diego two more times, with a stint in Tampa in between.  The jobs I had at CENTCOM and at the Tactical Air Control Group just before retiring put me in the dot mil Requirements lane, working to identify and report on the capabilities and capacities the Navy needs to be an effective force.  And I've been doing that ever since.  

Looking back, I'm not sure I was perfectly suited for the Navy and flying, but it was (and still is) a great career.  I was far better at the soft skills side of things - the general, vice the technical, but I managed.  Then again, it's the rare person that winds up exactly where they thought they would.  And for the things that didn't work out, good things came from them and I look back and admire where God placed us.  

Enough reminiscing for today, save for this:

Hey Juvat, you're a muse in another way- I really loved that Texas Hill Country sunset.  Hmm, Texas...

How do I look?

*At the time, NROTC graduates were limited to "Unrestricted Line" duties- Warfare Qualified Officers, so no JAG, Med Corps, Diving, Engineering, etc.  -  Just ships, subs, aviation, and SEALS.  

**Forward Deployed Naval Force

“Ken Mattingly orbited the moon..."

“Ken Mattingly orbited the moon as command module pilot of Apollo 16 and flew the Space Shuttle.”  

You may remember that quote from the epilogue Tom Hanks gave at the end of the  Apollo 13 movie.  You may also have heard that RADM Thomas Kenneth "TK" Mattingly, II, U.S. Navy, (Ret), has passed into the clearing.  I learned about this whilst watching the "In Memoriam" segment on CBS Sunday Morning last weekend, so I decided to help out Sarge's muse and post about this famed Astronaut and Naval Aviator, especially since he's of my personal heroes.  

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      It is with deep regret I inform you of the passing of Rear Admiral (lower half) Thomas Kenneth “TK” Mattingly, II, U.S. Navy, Retired, on 31 October 2023 at age 87.  RDML Mattingly entered the Naval Reserve Officers Training Corps (NROTC) in 1954, serving as a Naval Aviator and Astronaut until retiring in 1989 as Director, Space and Sensor Systems for Navy Space Warfare Systems Command.  He served as Apollo 16 Command Module Pilot and Commander of Space Shuttle missions STS-4 and STS-51C.  He was also a key figure in devising the solutions to save the crew of damaged lunar mission Apollo 13. 
 
      “Ken” (later known as “TK”) Mattingly was appointed a midshipman in the Naval Reserve Officer Training Corps on 27 September 1954.  He graduated from Alabama Polytechnic Institute at Auburn University with a Bachelor’s Degree in Aeronautical Engineering.  He was commissioned an ensign on 23 August 1958 with rank to date from 4 June 1958.  He then served for several months aboard guided missile light cruiser USS GALVESTON (CLG-3) before reporting for flight training at Naval Air Basic Training Command, Naval Air Station (NAS) Pensacola in October 1958.  He subsequently underwent more flight training beginning in October 1959 in Advanced Training Unit THREE ZERO ONE (ATU-301) at NAS Corpus Christi, Texas.  He was promoted to lieutenant (junior grade) in December 1959 and designated a Naval Aviator on 13 April 1960. 
 
      In April 1960, LTJG Mattingly reported to Attack Squadron FOUR FOUR (VA-44) “Hornets” at NAS Jacksonville, Florida for additional training as fleet replacement pilot, and as Navigation Officer.  In November 1960, he was assigned to Attack Squadron THREE FIVE (VA-35) “Black Panthers” at NAS Jacksonville flying the piston-engine AD-5 Skyraider (redesignated A-1E/H in 1962.)  He deployed aboard attack carrier USS SARATOGA (CVA-60) to the Mediterranean and North Atlantic (August 1960 to February 1961,) the Caribbean (July 1961 to August 1961) and again to the Mediterranean (November 1961 to May 1962.)  He was promoted to lieutenant in June 1962. 
 
      In January 1963, LT Mattingly returned to VA-44 for jet instrument training, and in February 1963 reported to Heavy Attack Squadron THREE (VAH-3) “Sea Dragons” for training in the A-3B (previously A3D-2) Skywarrior carrier strategic bomber at NAS Sanford, Florida.  In July 1963, he was assigned to Heavy Attack Squadron ELEVEN (VAH-11) at NAS Sanford, flying the Skywarrior and serving as Personnel Officer and Training Officer.  He deployed to the Mediterranean embarked on attack carrier USS FRANKLIN D. ROOSEVELT (CVA-42) in April-December 1964.  While at NAS Sanford, he observed the launch of Gemini 3, sparking his interest in the astronaut program. 
   
      In April 65, LT Mattingly reported as a student at the U.S. Air Force Aerospace Research Pilot School at Edwards Air Force Base, California. He initially applied for the USAF Manned Orbiting Laboratory Program, but was rejected (and the program was cancelled in 1969 with no manned orbiting flights.)  He then applied to the National Aeronautics and Space Administration (NASA) astronaut program.  Out of a pool of 351 applicants, he was one of 19 selected in NASA Astronaut Group 5, reporting in April 1966.  He was promoted to lieutenant commander in November 1966. 
 
      Assigned to the NASA Manned Spacecraft Center, Johnson Space Center, Houston, Texas, LCDR Mattingly initially worked as astronaut support crew as back-up Apollo Command Module Pilot for Apollo 8 (the first to orbit the moon) and Apollo 11 (the first to land on the moon.)  He also played a lead role in development of the Apollo spacesuit and backpack. 
 

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      LCDR Mattingly was assigned to be the Command Module Pilot for Apollo 13, but because he was exposed to rubella (measles) he was replaced by Jack Swigert 72 hours before the launch (he never came down with the measles.)  Launched 11 April 1970, Apollo 13 suffered an explosion that vented both of the Service Module’s oxygen tanks into space, resulting in critical degradation of life support systems.  LCDR Mattingly played a key role in devising the solutions that brought astronauts Jim Lovell, Jack Swigert, and Fred Haise back safely to earth on 17 April, to be recovered by USS IWO JIMA (LPH-2.)  (Mattingly would be played by actor Gary Sinese in the 1995 movie “Apollo 13.”)    

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      LCDR Mattingly was next assigned as Command Module Pilot for Apollo 16, the second-to-last manned mission to the moon, launched from the Kennedy Space Center on 16 April 1972.  While Mission Commander Commander John Young, USN and Lunar Module Pilot Lt. Col. Charles Duke, USAF explored the surface of the moon in the lunar highlands near Descarte Crater, LCDR Mattingly remained orbiting in the Command Module (nicknamed “Casper”) for 71 hours and 64 orbits, conducting extended photographic and geochemical mapping along the lunar equator.  When preparing to leave the moon, “Casper” experienced a faulty engine that initially failed to fire, finally doing so on the dark side of the moon, while out of radio contact with Earth.  On the return transit, Mattingly conducted a 73-minute Extra-Vehicular Activity (“Space Walk,”) the second of only three people to conduct a “deep space” EVA.  Apollo 16 successfully splashed down in the Atlantic less than one mile from the recovery ship, USS TICONDEROGA (CVS-14) on 27 April 1972.  Mattingly was promoted to commander in May 1972. 
 
      In January 1973, CDR Mattingly became head of the Astronaut Office Support to STS (Shuttle Transportation System, the official name of the “Space Shuttle.”)  He then served as Technical Assistant for Flight Test to the Manager of the STS Orbital Flight Test program.   He was promoted to captain in July 1979.  Between December 1979 ad April 1981, CAPT Mattingly headed the Astronaut Office Ascent/Entry Group and served as backup commander for Space Shuttle missions STS-2 and STS-3, the second and third orbital test flights of the first operational Space Shuttle, “Columbia.” 
 

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      CAPT Mattingly then served as Commander for STS-4, the fourth and last orbital test flight by Columbia, launching from the Kennedy Space Center on 27 June 1982 for a seven day mission, recovering at Edwards Air Force Base on 4 July 1982, where he was personally greeted by President Ronald Reagan. 

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       CAPT Mattingly then served as Head, Astronaut Office, Department of Defense (DoD) Support Group.  He was assigned as Commander of the 15^th Space Shuttle mission, STS-51C, the first classified DoD Space Shuttle Mission, launching from the Kennedy Space Center on 24 January 1985 on shuttle “Discovery.”  This was the third flight for Discovery, recovering safely at Edwards Air Force Base on 27 January 1985.  (Spooked by Apollo “13,” NASA changed the Space Shuttle numbering system after STS-12.  STS-51C stands for Shuttle Transportation System (STS,) Fiscal year 1985, from Kennedy Space Center (“2” would have been Vandenburg, which was never used) and “C” is the third mission of FY-85,)  

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       Captain Mattingly resigned from NASA in 1985, having spent 504 hours in space, during three missions.  In March 1985, he was assigned as Director, Space and Sensor Systems at Navy Space and Warfare Systems Command.  In June 1985, he was designated a rear admiral (lower half) for duty in a billet commensurate with that rank, and on 1 September 1986 he was promoted to rear admiral (lower half.)  He retired from active duty on 1 September 1989.  During his career he accumulated 7,200 hours of flight time, including 5,000 in jets.  

      Rear Admiral Mattingly’s awards include Defense Distinguished Service Medal, Navy Distinguished Service Medal, Legion of Merit and the National Defense Service Medal.  In addition to military awards, he also received the NASA Distinguished Service Medal (two awards,) Johnson Space Center (JSC) Certificate of Commendation (1970,) JSC Group Achievement Award (1972,) Navy Astronaut Wings, the Society of Experimental Test Pilots (SETP) Ivan C. Kinchloe Award (1972,) the American Astronautical Society (AAS) Flight Achievement Award (1972,) the American Institute of Aeronautics and Astronautics (AIAA) Haley Astronautics Award (1973) and the Federation Aeronautique Internationale’s V.M. Komarov Diploma.  He was inducted into the New Mexico Museum of Space History in 1983.  He was also inducted in the International Space Hall of Fame (1983) and the U.S. Astronaut Hall of Fame (1997.) He was a member of the American Institute of Aeronautics and the U.S. Naval Institute.  
 
      After retiring from active duty, Rear Admiral Mattingly worked as Director of Utilization and Operations at Grumman Space Station Office, and then as Director X-33 Program with Lockheed Martin (X-33 was a proposed un-crewed suborbital space plane.)  Until 1999, he served as Chairman, Universal Space Network Lines, Inc.  He then headed the Atlas Booster Program for General Dynamics, Inc., in San Diego.   
 
      Rear Admiral Mattingly began his Navy career in Skyraiders and Skywarriors.  Although both aircraft types performed great useful service to the U.S. Navy, both were technological and career path dead ends.  He was frustrated by not being able to take orders to Navy Test Pilot School because his squadron would not return from deployment in time for the class start, so he took orders to the U.S. Air Force Experimental Pilot School, where he was rejected for the USAF Manned Orbital Laboratory Program.  Selected to be a NASA astronaut, he was relegated as a back-up for the Apollo 8 and Apollo 11 missions, and was grounded 72-hours before Apollo 13 due to exposure to measles.  Nevertheless, he persevered…playing a key role in saving the lives of the Apollo 13 astronauts before becoming one of only 24 men to travel to the moon (although he didn’t set foot on it) and only one of three men to ever conduct a “deep space” space walk (on Apollo 16.)  He was one of only two men to fly an Apollo mission and command a Space Shuttle mission (two of them, including the first DoD classified Shuttle mission.)  He played a key role in developing both Apollo and Space Shuttle capabilities.  One reason the Challenger disaster in 1986 was such a shock was because NASA, Mattingly, and others had made an incredibly inherently dangerous business seem almost routine, yet the danger was there in some form on every mission he flew.  He served our Navy and nation with incredible professionalism and dedication in a career that was literally “out of this world.” He set an example for many others to follow. 
 
Rest in Peace Admiral Mattingly 
 
Very respectfully. 
 
Sam 

Happy Veterans Day everyone.  That obituary / memoriam is from RADM Sam Cox (Ret) who is now an SES* as the Director of Naval History, Navy Curator, and the Director of the Naval History and Heritage Command.  Somehow I got on his distro which is all Flag Officers.  Maybe there's a Tom Davis who serves as an aide and I got mixed up in that.  Either way, I saw this one and felt I had to share for a few reasons.   

First, I mentioned he's a hero of mine.  He's clearly a hero from what you read above.  His selfless devotion to his brothers after getting bumped from Apollo 13, but jumping in to help lead the team devising a solution to get them home is more than enough.  The Naval Aviator part doesn't hurt of course.  He probably would have had an incredible Naval career, but chose the even harder path.  He also never quit- even putting the uniform back on after a great NASA career, to help lead SPAWAR here in San Diego (Naval Space and Warfare Systems Command- now NIWC or Naval Information Systems Warfare Command).  I like the fact that he practically humbled himself in that job, which is a lot of government procurement and programmatic bureaucracy.  He was also in that job when I joined the Navy, just a mile up the hill from the SPAWAR campus in Old Town San Diego.

The fact that Mattingly got bumped from Apollo 13, then got his shot with Apollo 16, but only orbited the moon sort of reminds me of one aspect of my flying career.  I spent many hours as a  "Turning Spare" - sitting on the flight deck in a ready jet, engines turning, INS aligned, seats armed, awaiting a take off that will only come if one of the other jets goes down.  As the airwing's only tanker during my last cruise on Independence and the entire time on Nimitz, we always had one or two turning spares just in case.  We joked that we should have a 500 hour patch for some of us turning sparecrew.  I can just see him checking the flight schedule at NASA, seeing that he's going to be stuck in the capsule while others get to walk the moon.  While he later flew the Shuttle, Mattingly never got to step on the moon despite his selfless dedication and having over 500 hours in space. 

I also really love this quote:

“One of the many lessons out of all this is starting on day one it was from the very first moment, assume you’re going to succeed and don’t do anything that gets in the way,” Mattingly recalled in an oral history interview for NASA in 2001.Source    

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Finally, I love Gary Sinise's depiction of him in the movie. A very humble actor who is an American treasure himself due to his foundation and tireless support to our military and wounded warriors. I have mentioned it here before, but I got the chance to meet him back in 2006 when I was stationed at CENTCOM in Tampa. Gary and his LT Dan Band played for us, catered an incredible barbeque lunch, and stood for plenty of photos with anyone who asked.

That's me in the flight suit and Gary Sinise behind me.

These final "where are they now" scenes always make the room dusty.  The ends of Band of Brothers and The Pacific had the same effect.

They say "never meet your heroes," but I'm sure Ken "TK" Mattingly would have been the exception to the rule, had I been given the opportunity.  

Have a great weekend - Free Dunkin Donut for us Vets!
         

*SES- Senior Executive Service - akin to a Govt Civilian Flag Officer.

The Dream

Антонов А)н-225 Мрія (Antonov An-225 Mriya) landing at Hostomel (Гостомель) Airport, 2014
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While the war rages and is debated by people with next to no knowledge of actual warfare, I think back to the first time I saw this giant of the skies take to the air. Simpler times, times before a megalomaniacal monster decided that aggressive war was a good idea. Just as so many in the past have done.

For once I agree with Sleepy Joe ...

I leave it to Operator Starsky to tell the story of the destruction of the Mriya.

Let's hope they rebuild her and that she can once again take to the skies over a free and independent Ukraine.