It was a time of peak naval aviation of sorts, with President Reagan's military buildup having drastically expanded the Navy's fleet, the movieTop Gunhaving become a pop culture sensation, and the Soviet Union sputtering towards its eventual collapse. To call it a colorful time in military and world history would be a vast understatement. It was here, during the twilight of the Cold War, that Kevin Noonan found himself hunting submarines from the cabin of a carrier-based S-3 Viking.
We followed Noonan through the trials and tribulations of training and learning the shadowy art of chasing submarines from the sky. Then went along with him on his first cruise aboard an aircraft carrier where we got a full understanding of how he plied his deadly sub-hunting trade. Now, in this the third part of our four-part exclusive series, we strap-in beside Kevin to see not only him, but also his beloved mount, the S-3 Viking, mature into wiser and more potent weapons of war.
After a major deployment, a carrier and its air wing tended to get a solid month of restrest being a relative term. At the squadron, during the first days at home, our sister squadrons would stand our hangar and Squadron Duty Officer (SDO) watches. But even for the first month, we operated with a skeleton crew with many of the squadron members on leave and a good portion more being transferred to their next duty station. Some, after a Mediterranean (Med) cruise, were more than happy to get out of the Navy if their enlistment was up.
Those fools!
We did very little flying during the first month back home at NAS Cecil Field. In fact, a returning squadron sometimes gave up their best birds to the squadron that was in line to deploy next. Other aircraft, particularly the notoriously broken hangar queens, might be sent for major repair at a high-level maintenance station. My impression of this time around was that I had somehow rejoined the Naval Reserves! It was so quiet, but neither squadron nor aircraft carrier rests for long.
Oh, wait, we no longer had an aircraft carrier, at least for the time being.
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S-3 Vikings based at NAS Cecil Field flying over Jacksonville, Flordia in 1988.
It was one hell of an interesting culture shock when we arrived aboard the then-latest Nimitz class aircraft carrier, the USS Theodore Roosevelt (CVN-71) in February of 1988. She was to be Air Wing Eights (CAG-8) new home.
One might think that one Nimitz class carrier is the same as any other Nimitz class carrier. They, however, would be wrong. Granted, the various decks remain the same and to the untrained eye, the ship's outward appearance seems the same, but the personality of the ship, her crew, and the ships 'soul' are entirely different.
My fellow enlisted Naval Aircrewmen (AWs) and I of Sea Control Squadron 24 (VS-24) Scouts were excited to be aboard a brand-new boat. That is, until we discovered we did not have a special aircrew berthing or a space for our aircrew shop.
Misery quickly set in.
No one from CAG-8 had bothered to think about the needs of VS-24 other than the acquisition of Ready Room Four that occupied the same deck and spaces we had aboard Nimitz, as well as the maintenance shops required to allow our squadron to function. If memory serves, they failed to provide us with a place for our Personnel Department as well. As a result, that misery quickly transformed into being pissed off.
USN
A squadron ready room aboard a Nimitz class carrier circa 1988.
For our aircrew shop, we ended up getting a paint storage spacethat had no air conditioning and no heat. Wed be in the Caribbean in a few days and above the Arctic Circle in a few months. Worse still, we ended up sharing sleeping spaces on the O-3 level that berthed over a hundred other sailors in the stern or in the bow. We moved back and forth between these two locales several times over the next two years.
The space in the bow was the most difficult to adjust too. That berthing lay just beneath the bow catapults. Every time an aircraft would be launched, wed be entertained with resonating sound of the shuttle running the length of catapult track ending with a powerful THUMP!' as it stopped at the water brake.
If we slept, it was a fitful, angry sleep.
It may sound like Im whining, but aircrew sleeping habits were dictated by NATOPS (Naval Air Training and Operating Procedures Standardization) and we actually needed a small, isolated space like we had on Nimitz that allowed us to sleep around the clock since we flew around that clock. Granted, we couldnt avoid the bow catapult sounds and the Air Wings Officer Country sleeping area was also in the bow on the 0-3 level, so us enlisted guys werent subject to that issue alone. What we could have avoided was the noise made by a whole bunch of sailors coming and going throughout the day and night slamming stand-up and coffin lockers, laughing, and doing the things tired sailors do.
Yes, this is mestill whining some 30 years later!
Otherwise, TR was a really great ship. Over the months ahead we adjusted to the black shoe crew (those that ran the ship), and they to us, and learned to commune with the spirit of this brand new, mighty aircraft carrier.
The culture shocks kept coming, however. On the flight deck, an airplane that looked suspiciously like a lawn dart had replaced that lovable, combat-proven Short Little Ugly Fucker, or SLUF, that was also known as the A-7 Corsair II. No longer did we share the flight deck with the Marauders of VA-82 and Sidewinders of VA-86.
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F/A-18 Hornet taking to the catapult aboard the'TR.'
After a week or so of carrier qualifications for all the air wing aircraft, including the hybrid fighter-attack squadrons VFA-15 'Valions' and VFA-87 'Golden Warriors' and their shiny, new, low-viz grey F/A-18 Hornets, we headed to the Gitmo Op Area (just off Guantanamo Bay, Cuba) for a shakedown cruise. Although it took time, ship and air wing began to find a mutual rhythm.
Oh, heres something you all may not have considered: every time an Atlantic Fleet aircraft carrier pulled out of Norfolk or Mayport requiring its Air Wing to embark, the poor VAQ bastards (electronic attack squadrons) had to fly their EA-6B Prowlers and their squadron all the way across the length of the United States and meet their particular ship. And us Florida-based squadrons bitched and moanedconstantlyabout our comparatively very short trek off our coast to the ship.
Since I had joined the Nimitz back in 86, a month prior to her last Med deployment from the East Coast, I missed all the fun of the work-up cycle, which found a carrier and her squadrons going to sea very often. Sometimes, it lasted just a couple of weeks while at other times wed be at sea for a month or two. The process of going back and forth made going to the boat a genuine pain-in-the-ass. Looking back, of course, Id gladly haul cruise boxes up and down narrow ladders and through endless numbers of knee-knockers just for the chance to serve aboard today!
Sometimes, the ship pulled out of Norfolk without us. Consider this brief, interesting at sea period described in the Roosevelts official Command History:
Standardization and deceleration trials were conducted with David W. Taylor Naval Ship Research and Development Center observers at HECTOR RANGE on 23 and 24 April. Resulting data determined maximum speed for CVN-71 and filled in tactical data for NIMITZ class carriers.
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The TR underway during training.
As is the nature of an aircraft carriers flight deck, tragedy is just one distraction away, no matter how well the crew gels. On the morning of March 13th, we happily welcomed the arrival of a C-2 Greyhound COD. After she unloaded her mail and supplies and reloaded passengers who were leaving the boat, the E-2 squadron maintenance personnel started her up for taxiing to the cat where she would launch with the next cycle.
I was in our ready room and for some reason my eyes were glued to the PLAT TV screen, which was filled with the COD getting in position for launch. Then, to my horror, a young VAW-124 plane captainmesmerizedwalked into one of the C-2s spinning propellers.
I just couldnt understand what I just saw.
I do not remember much more of that day except the haunting sound of the call for a FOD (foreign object debris) walk-down on the flight deck after TR lost her first crew member.
Despite our tragic loss, we successfully completed a period of operations that had us learning how to work as an air wing again. The Roosevelt then sailed north out of the Caribbean and dropped anchor off of Fort Lauderdale, Florida on March 31st. Some of the aircraft and most of the CAG-8 personnel disembarked to make room for an oddly-timed Tiger Cruise that saw over 1,500 dependents join the Navys newest aircraft carrier.
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At the end of the following month, we once again joined the TR for ops off of Virginia, Jacksonville, and in the Caribbean to accommodate the Reactor Departments major readiness inspection known as the ORSE (or Operational Reactor Safeguards Examination). This at-sea period lasted from the 23rd of May to the 28th of June.
Once again, tragedy struck the flight deck. This time it was a member of my own squadron and a friend. William Berry, a young airman, was working to become an Aviation Electrician (AE), if memory serves. He was one of the most promising, gentle, professional, and kind individuals I had ever had the pleasure of meeting.
Despite the admonishment to keep your head on a swivel on the flight deck to see what is going on all around you at all times, you cant account for everything, including not seeing a Tomcat turning its two powerful engines toward you. Berry was lifted off his feet by an F-14 and blown over the side of the flight deck, falling 90 feet into the ocean, the surface of which acts as essentially concrete from such a high fall.
Some said they witnessed him struggling, while others stated he didnt move after impact. As the ship mustered for the man overboard, the plane guard helicopter searched and searched for him. Sadly, everyone quickly lost sight of him.
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An SH-3 with rescue swimmer aboard circa the late 1980s.
Once the ship-wide muster was completeconfirming he was the only soul missingI went out onto the starboard aft sponson in what daylight remainedand stood therewilling my eyes to see him... just over there
His body was never recovered.
It is a genuinely precious thing, when serving in the military and watching people die, to be forced to face the full weight of what it means to be humanparticularly at that young age when you are certain you are not only infallible and indestructible, but also eternal.
An interesting at-sea period took place without us having to embark on the 7th of July, 1988. Again, the ships official Command History describes what was a truly historic event:
The top Soviet military officer, First Minister of Defense and Marshal of the Soviet Union Sergei F. Akhromeyev, and a dozen top-ranking Soviet military officers embarked. The Marshal's visit was the first time a Soviet military leader had been aboard one of America's sophisticated nuclear-powered aircraft carriers. Guests of the Chairman, Joint Chiefs of Staff, Admiral William J. Crowe, the Soviets were given a tour of TR, from galley to the bridge. Ship operations were explained by TR crew members. On the flight deck they observed aircraft being launched and recovered and Carrier Air Wing EIGHT'S air power demonstration.
USN via Kevin Noonan
First Minister of Defense and Marshal of the Soviet Union Sergei F. Akhromeyev aboard the TR, S-3 Viking looming in the background.
A month later, President Reagan was giving a speech for the 70th Annual National Convention of the American Legion and described what took place aboard TR during the Soviet visit. His words still give me the chills:
We took Marshal Akhromeyev to visit our newest supercarrier, USS Theodore Roosevelt. We thought it would be a valuable education for him. And so he saw that magnificent ship go through its paces. He watched our superb aircraft perform. All in all, he spent a day on one of the technological wonders of the world, a floating airfield his Navy had nothing to equal; and yet, you know what he said he was most impressed with when he was through with the visit? Our enlisted men and women. I was told that he couldn't get over the fact that we had them doing work that the Soviets would reserve exclusively for officers, in many cases, very superior officers. And he couldn't believe that our enlisted people were so self-assured in speaking up when asked a question, so articulate in giving their replies, and so ready to add their opinions.
It was a great time to be an American sailor and a great, great time to be an AW.
Then, on August 25th, the USS Theodore Roosevelt joined up with her full battlegroup for the first time and set sail toward the North Atlantic on one of the most realistic exercises I had ever been on or would be a part of. Teamwork 88 most closely resembled what we would do in a war with the Soviet Union.
As we prepared to engage in a wartime penetration of the Greenland-Iceland-United Kingdom (GIUK) gap on our way to the aircraft carrier bastions that were, and still are, the Norwegian fjords, we were joined by over 200 allied warships and auxiliaries and over 500 aircraft of all types. Some of those ships would form an amphibious strike force that would conduct a landing on the northern part of Norway on the 16th of September to practice repelling an anticipated Soviet invasion. German and Dutch warships would form a Task Group that would escort a resupply convoy sailing from England to Central Norway. From there, a Norwegian Task group would takeover escort duty and resupply allied warships and bases at Bodo and Narvik.
The United States first supercarrier, the USS Forrestal (CV-59) would join the nations latest supercarrier in a simulated battle. A third flat top, the U.K. Royal Navy's HMS Illustrious (R06), would meet us off Iceland as we ran the GIUK gauntlet.
The Brits would act as overall anti-submarine warfare (ASW) commanders for both carrier battle groups (CVBG) and the amphibious group.
To contrast a Cold War CVBG with todays Carrier Strike Group (CSG), allow me to list my carriers battlegroup elements:
USS South Carolina (CGN-37) our primary carrier escortUSS Leyte Gulf (CG-55) air warfare commander and towed array shipUSS Mahan (DDG-42)USS William V. Pratt (DDG-44)USS Moosbrugger (DD-980) our most excellent towed array shipUSS Comte De Grasse (DD-974)USS Charles F. Adams (DDG-2)USS Conyngham (DDG-17)USS Moinester (FF-1097) our towed array frigate.USS Detroit (AOE-4) a fast combat support ship that was our one-stop-shop for fuel, weapons, snacks, and cigarettes.
We also had two nuclear fast attack submarines (SSNs) escorting us: the USS Jack (SSN-605), an old Permit class boat that was still fighting strong, and possibly the very unique and super quiet USS Narwhal (SSN-671). Overall, more than 10 submarines would be participating in the exercise.
Again, this was just my CVBG! The Forrestal had a similar composition of warships escorting her, as well.
As we made our way up the North American east coast with the amphibious strike group, we were joined by a Canadian Task Force off of Halifax, Nova Scotia. Then, just south of Iceland, we were further reinforced by the primary NATO ASW Strike Force under command of the British on board the Harrier-carrier HMS Illustrious (R06).
Kevin Noonan
HMS Illustrious sailing alongside the TR during Teamwork '88.
Over the next few days, we fought an opposed penetration of the GIUK Gap, simulating NATOs failure to anticipate Soviet preparation for a war. Ideally, our forces would already be in the Norwegian fjords before the deployment of the Red Banner Northern and Baltic Fleets.ideally.
With the addition of some of our escorts with towed sonar arrays and the full Canadian task force, the NATO ASW Strike Force set about clearing the waters between Greenland, Iceland, the Faroe and Shetland Islands. The Ticonderoga class cruisers worked with our E-2s and Tomcats to defend against the various Soviet Naval Aviation threats that opposed us including:
Tu-16 Badgers (primarily the G and J variants) simulated by various aircraft including EP-3s, EA-3Bs, EA-6As, NKC-135s, British Canberras, and the unique EC-24 the DC-8 the USN modified for electronic countermeasure (ECM) training.
Tu-95 Bears (primarily the D and F variants) simulated by EP-3s.
Su-24 Fencers simulated by Norwegian F-16s and British Tornados and Buccaneers.
Various anti-ship missiles primarily those fired by Badgers, Bears, from Nanuchka class missile boats, and from nuclear-guided missile submarines (SSGNs)Charlie IIs and the sole Papa class boat, during wartime. These missiles were simulated by Buccaneers and Canberras.
It was quite the battle just to penetrate this famous group of choke points.
The second phase of this evolution began on September 14th as we fought to enter Vestfjord. This was when we were joined by the USS Forrestal just coming from a six-month deployment in the Med. Now, even more assets were making their way from Europe to become a tremendous combined battle fleet. These were composed of NATOs Standing Naval Force Atlantic and a German and Dutch Task Group that would add to our ASW Strike Force and escort actual convoys to reinforce the amphibious landings.
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An ominous shot of the TR and Forrestal battle groups sailing together during Teamwork '88.
The plan was to have our escorting SSNs creep into the fjord ahead of the CVBG and hunt any Soviet diesel submarines that would most assuredly be pre-positioned there. Also, the ASW Strike Force sent ships ahead to listen with their tails (towed sonar).
Once the carrier was safely tucked into the fjord, mines were laid to seal us in and keep additional submarines out. VS-24 and yours truly launched on several missions to radar-flood the Fjord in order to either catch a diesel snorkeling or a nuke boats periscope, or to keep them down, making them mission-ineffective.
Then the fun began.
There were definitely multiple sub-surface contacts made, some real and many false. We launched on these repeatedly and I got my first hard dose of reality of just how difficult it would be to hunt a diesel submarine in wartime.
On one particular mission we launched in support of an SH-3 sub-hunting helicopter from HS-9 that had gained intermittent contact on what appeared to be a CERTSUBa submarine that has been positively identified. We dropped a couple of SSQ-62 DICASS (Directional Command Activated Sonobuoy System) sonobuoys and I began pinging.
Holy shit! I didnt know what the hell I was looking at. I had never seen a display or heard echoes like I was now encountering. This was not the Med and it certainly wasnt anything that our systems trainer could reproduce. The uncanny environment that is the nature of the fjords simply unnerved me!
But I kept trying and pinging. Finally, I got a very mushy contact. I called it. We dropped another DICASS closer and when it tuned up there was a solid ping. We told the world that we were in hot for an attack and I got one more, weaker ping and that was it. I never saw another return off of any of my buoys.
Later evaluation would confirm that it was an enemy boat and we were credited with a kill.
My mind was spinning. I really began to worry, for the first time, about myabout our ability to fight a Soviet diesel submarine in very real-world conditions. In the Med, we expected to go against theEcho II or Charlie II SSGNs and possibly the Juliett SSG, but the waters in the Med were much more conducive for what we do than what I saw in this disturbing echo chamber.
Kevin Noonan
The TR inside the fjords.
My confidence would be shaken even more when, later, we went after a nuclear boat that had either been in Vestfjord lying in wait after the initial battles or had slipped past our minefields. The contact ranges were crazy-low one day and on the rare days when the water was a glass surface, we seemed to have ranges that went on forever. Among so many other realizations, it was clear that we werent preparing ourselves with detailed knowledge of how this body of water, and others like it all around the world, would play against or work for our sensors.
The good news was the submarines were having the same acoustic propagation problems as we were.
We spent several more days in the war against the Soviets flying many missions. Towards the end, the USS Forrestal joined us in Vestfjordthe first time, I believe, that two supercarriers had operated together in such an environment as part of a proof-of-concept showing that two full CVBGs could fight the battle of the fjords.
Ive got to tell you about my favorite mission while tucked away in the Fjordthe one where I got 'shot down. We were launching a full Alpha-Strike and, as usual, the E-2 and the S-3s were first to get shot off the pointy end of the carrier.
I watched the E-2 run down CAT 1 (catapult one). Then it was our turn. As we went down CAT 2, I noticed a sudden flash go across the windscreen, about 500 yards off the bow. We got airborne and then another flash went by followed by flares popping out everywhere it seemed. At that point, we heard the Air Boss on guard frequency yelling at the attacking Norwegian F-16s (simulating Su-24 Fencers) to get the hell out of HIS air space, because they were endangering the launching aircraft!
Well, two immediate things struck my mind. First, I didnt get the chance to hear what laughter sounded like in Norwegian because none of the F-16 pilots responded and the attack ended as quickly as it started. But Im sure there was plenty of laughter and joy because these great pilots left a flaming strike force on the deck of the mightyTheodore Roosevelt and my helpless S-3 got shot down, as well as the E-2 and another Viking that was launching off one of the waist catapults, in the process.
USAF
A Norwegian F-16A carrying an AGM-119A Penguin anti-ship missile.
On the other hand, I participated in the laughter in my cockpit as we all realized just how pure the brass was on the pair of balls each of those Norwegian pilots had. We also realized just how serious the people of Norway were (and are) about training for war since they lived under the shadow and certainty of attack from the Soviets and the memory of WWII. Those pilots didnt give a shit about the 'Bosss' precious air space. They wanted to teach the United States Navy and NATO the reality of the old adage:
You fight the way you train.
My crew and I were convinced and Id like to think that any protests that were offered to the Norwegians about this attack were presented with a knowing smile.
What an amazing time it was up there, above the Arctic Circle, training for World War III during the final throws of the Cold War.
After the intense ops in Vestfjord, the TR and her escorts made their way to Wilhelmshaven, Germany for a well-earned port call. The air wing was invited to participate in one of the legendary fly past airshows being held at RAF Abingdon in Oxfordshire, England. Feeling quite fortunate to have been picked for this event, I manned Scout 710 with pilot Lt. 'JT,' Co-pilot/Tactical Coordinator (COTA) Lt. 'SM' and because we were going to an unfamiliar airfield, an Aviation Electricians Mate, AE3 'JR' was joining us. He sat in the Sensor Operator (SENSO) seat, while I took the Tactical Coordinator (TACCO) seat.
We launched from the boat just as the TR entered the North Sea, an hour or so ahead of the other CAG-8 aircraftone aircraft from each squadron, except one from our embarked helicopter squadron, HS-9. The combination of being worn out from the high-tempo ops and having to wear our drysuits made the flight seem longer than it actually was. Of course, I had to play with the radar and was awed by the on-rush of history as my APS-116 painted the English coastline. I was sharing the airspace that had been traversed by He-111s, Spitfires, Bf-109s, Ju-88s and Hurricanes during World War II.
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Fighting World War III In A Fjord And Chasing Soviet Submarines In The S-3 Viking - The Drive