How the blog changed as it was being written.
Initially the blog was being written for the many people who said, "You should write a book!" After awhile, as the blog developed, maybe it was really being written for me. Eventually it became obvious that it was being written for them, for me, and maybe even as a legacy, or as a message to everyone that if you keep doing your best at the time you have to do it, good things can happen. Certainly it never occurred to me that it would take NINE months to complete it! It's not the typing that takes the time. It's the research, fact checking, rough draft writing and rewriting, editing, and proof reading that eat up the hours.
The first several years were written pretty much from memory with a little online research to support the memories. The later years of writing are supported by documentation, evaluations, awards, commendations, and diplomas.
The HIGHS
The islands the all over the seas and oceans of the earth. Puerto Rico, Key West, Newfoundland, The Azores, Crete, Sardinia, Mallorca, Sicily, Guam, Wake Island, Saipan, Whidbey, Oahu, Treasure Island, North Island.
The countries visited. Iceland, Newfoundland, Germany, Gibraltar, Spain, Portugal, and in Africa; Senegal, Liberia, Morocco, Ivory Coast, and Congo.
People who helped and inspired along the way.
The Navy recruiter that pointed the way to naval aviation.
The Aviation Fundamentals School chief who convinced me to go to Aviation Electrician School
AE1/AEC Cunio in VP-26 coached me into becoming a competent electrician.
Lt Frederick, the pilot who kept me on his flight crew instead of letting them replace me.
The first two years in VA 303 with Woods, Lopez, and Gross.
AE1 George Gross. Good guy, great electrician. George was promoted to Chief, Senior Chief, and Avionics Master Chief Petty Officer (E9). A heart attack got him at age 56. Diane Doris and Kay Gross are still friends after fifty years.
More HIGHS
VA 305 and HS-85. An absolutely wonderful five years. Mostly because LTjg Nuss and Commander Frazier gave me the opportunities and the authority to achieve what others may not have been able to do.
The LOWS
The only lows were the two years in VA 303 under Chief Griggs. Now I realize that after being an AE shop supervisor from NOV 1964 to Nov 1972, I probably resented having a chief sticking his nose into what I considered my territory. Certainly I could have been more diplomatic with him. Naw! Bullshit! The back stabbing liar!
The IN BETWEEN'S
VR-6 and VR 22. Those three years were boring. The C-118 and C-130 aircraft weren't technically challenging. Plus as an AE2 (E5) I was working for someone else.
And then the transfer to VW-1 occurs. In four months I go from second class petty officer to first class petty officer who at age 24 is appointed as an enlisted department head. Big step for a young guy. It was challenging! In retrospect, my ego probably got in the way between me and the VW-1 chiefs and senior chiefs. They may have resented my power as a department head and I was surely less than diplomatic with them.
The best of the best memories:
Flying as a crew member in VP 26
Europe and Africa
Getting a secret clearance
Appointed as an enlisted department head
Naval Air Station, Fallon, NV
Making chief petty officer
The IWT team and the bombing derby on the USS Ranger
HS-85 on HMS Provider
Being the Maintenance Department Chief in HS-85
Retirement day!!!
All in all, eighteen of the twenty-two years were pretty damn good!
Tuesday, July 18, 2017
Sunday, July 16, 2017
HS-85 My Last Tour of Duty
The were many excellent reasons to accept an early transfer to NAS Alameda. Diane Doris, Cheryl, and Carl lived near there. There were 16 billets for an AEC at the various squadrons on NAS Alameda. HS-85 just happened to be the one I was assigned to. If the HS-85 billet went away for some reason, there were 15 more I could fill without being transferred. Staying an AEC basically assured that my career would end at NAS Alameda. Making Senior Chief (E8) was likely to get me transferred away from the family and that wasn't a desirable outcome.
Since my last seven years were spent in attack squadrons, namely VA 303 and VA 305, and as far as HS-85's leaders knew, I had no helicopter experience, therefore orders were received to attend all the electronic and electrical schools for the SH3 Sea King helicopter at NAS North Island before reporting for duty to HS-85. Two months near San Diego where the new girlfriend lived was not tough duty! On March 1, 1977 I arrive at HS-85.
The H in HS-85 stands for helicopter, the S stands for submarine. It could also stand for search, as in search and rescue. At HS-85, I'm to be assigned as the 200 Division Chief. When walking into HS-85's hanger to report for duty, walking towards me is a familiar face, it's AEC Sydney Damstra! You may remember that way back in 1959 at VP-26, my first job as a new aircraft electrician, was to carry AE3 Syd Damstra's toolbox and hand him tools. Twenty years later I'm to replace him as the 200 Division Chief. That's an amazing unlikely thing to happen!
Twenty-two days later HS-85 sends me to NAS Barbers Point in Hawaii as part of the three helicopter detachment aboard the Canadian supply ship HMS Provider. HMS is short for Her Majesty's Ship. My job there is to observe and learn helicopter shipboard operations from the two other chiefs who are in charge of the detachment. Chief Webkie being the main guy.
Being on the Provider is a kick! When there are no helos flying, I'm wandering around the ship watching normal shipboard operations. A supply ship's operations are completely different than an aircraft carrier's. When a supply ship is sending supplies to another ship, it's a delicate operation. The two ships match their speed and sail side by side and very close together. When the two ship captains agree, a line gun is used to fire a thick heavy duty line (rope) from one ship to the other. Then the re-supply items are sent from one ship to the other using that line (rope).
Men are also transferred from ship to ship using the Boatswains Chair.
When the HMS Provider needs more fuel oil, the oil supply ship pulls alongside and fuel lines are rigged between the two ships using an even thicker line (rope) to bring the refueling pipes over, and fuel is then pumped from the oiler to the Provider. Really cool stuff to see as it happens! Plus when work is done, the chiefs off duty lounge sells beer! How can you beat that!
Helicopter flight operations off a helopad is another delicate close quarter operation. See how small that helo landing pad looks?
One day, about day six of the cruise, neither of the other two chiefs is in flight operations and one of the helos lands early with an oil leak. The pilot and the Canadian Flight Operations Officer want to know if the aircraft is safe to relaunch. The men don't know where the two chiefs are. I step in and take over by gathering the senior mechanics together and get their opinions. One says fly it and the other says no. So I go out on the helo pad with both of them and see what the leak looks like. Doesn't look too bad so I tell the pilot to fly it. Thirty minutes later, he's back and the leak is worse. The two "experienced" chiefs still haven't showed up. The decision is to shut the aircraft down, bring it in the hanger, and have the two senior mechanics inspect and repair the leak. When the leak is fixed, the helo is relaunched and the flight is completed. Since the two chiefs are junior to me and neither showed during flights operations, I assumed control for the remainder of the two weeks. On our return to NAS Alameda, Commander Frazier (O5), the Maintenance Officer, calls me into his office and reminds me that my job on the Provider was to observe and learn. And that he prefers "to go with the chiefs with helicopter experience." "What I want you to do is run the 200 division."
"Yes sir, I will do that."
The 200 Division Chief's job is to oversee the three electronics work centers in the division. Each work center has a very capable First Class Petty Officer as the Work Center Supervisor. Meaning there's not much for me to do. Tough after being in VA 305 where there was always a lot to do.
On April 23 to May 6, 1977 HS-85 deploys to Naval Air Station Whidbey Island just west of Seattle, WA. Yay! Another island to add to the list of islands I've been to. Rain country, but most of it sweeps down the west side of Whidbey Island, curves south of it, and then swoops up into Seattle. Interesting weather pattern. Seattle gets a lot more rain than the city of Oak Harbor on Whidbey Island.
By the end of May, 1977 four of HS-85's six helicopters are unable to fly because of electrical problems the electricians can't seem to fix. Another week goes by and they still aren't fixed. As a division chief, encouraging and supporting their efforts is my job. But the helicopters still aren't flying. Laying in bed one night, stressing over the aircraft not being fixed, I realize that I can fix the damn things myself and do it without pissing off or shaming the men in the shop.
The next morning I gather all the electricians together and say, "I want to work on the aircraft with you guys." "You guys know the airplane better than I do, you know where the parts and connectors are located. I don't." You explain to me what you know about each system we are having trouble with. I'm really good at troubleshooting electrical systems. Together we'll be able to figure it out. We'll review the manuals, make a plan for each system that's not working, and then go find and fix the problems together." They are all for it. Five days later all six helos are up and flying in formation. And Commander Frazier gets the message.
As I start to leave his office, he also tells me that the Admiral in San Diego has told HS-85's three commanders (05s) that there's been discussion about decommissioning HS-85. "If that happens, Chief, the CO's, XO's, and my careers are over. The problem is aircraft availability and that means maintenance. You are the only guy who can fix it." As I'm walking out the door, I tell him, "You won't be sorry Commander, I will fix it."
Four months later HS-85 sets a new aircraft availability and flight hour record for helicopter squadrons. A few months after that there's a visit from from U.S. Congressmen to learn how this change came about. By this time all the other chiefs have been transferred out and I'm running the show all by myself. Next the West Coast Air Wing captains are sending investigating teams to see what we are doing. HS-85 is billeted for a Master Chief (E9) and a Senior Chief (E8) and five E7 chiefs. But I'm the only chief in the command.
In May 1978 Master Chief Luther Manners is transferred to HS-85. His first decision is to appropriate my office! Months go by and he occasionally asks my opinion on something. But no real changes are made. I'm wondering what's going on. Then Senior Chief Kootz checks in and he follows me around as I continue to run the maintenance department. Master Chief Manners is in my/his office. Sitting there. Doing nothing. I go in and ask him, "What the hell is going on Luther?" You're here, Senior Chief Koonz is here and I'm still running everything."
Commander Frazier is now the Commanding Officer. Turns out the the CO told Master Chief Manners and the Senior Chief to not change anything without discussing it with Chief Lambert first. "He wants you to continue to run HS-85 until either he or you say different." "Luther, you're the E9, you should be the Command Chief and the Maintenance Administration Chief. Senior Chief Koontz should be the Maintenance Control Chief and I do whatever you want me to do." Luther asks me what would you like to do? Whatever you need me to do. How about taking over Quality Assurance? Sure." Now I'm the Quality Assurance Chief. That's in July 1978. In Quality Assurance I train and certify two other chiefs as Quality Assurance inspectors. One of the first class QA inspectors makes chief. Now there's plenty of qualified QA inspectors. In May 1979 I submit my retirement papers for April 30, 1980.
In July 1979, Manners and Koontz come to me with a proposal. "Curt you like riding your motorcycle and we need a strong leader on the night shift. How would you like working nights as the Maintenance Control Chief and go riding during the day?" That sounded good to me. Spending my last ten months riding during the day and running the show at night when there's less bullshit to put up with. Perfect!
Retirement day is April 30, 1980. Commander Frazier calls for a all hands in dress blue uniforms inspection with me as the inspecting officer. All squadron family members are invited to the inspection and a party on HS-85's hanger deck. After the inspection is complete, and Commander Frazier makes a short speech, he turns the microphone over to me for a speech of my own. After fumbling through my gratitude to all speech, Commander Frazier presents me with an new American flag he had flown over NAS Alameda the previous day. Now its's party time! Cake and ice cream, no beer damn it, all five of my kids were there, Cheryl, Carl, Tina, Bobby, and Shannon. Many, maybe even most, of the squadron personnel families were there. It was a good time!
These photos are of a typical Chief Petty Officer retirement ceremony.
That evening, Commander Frazier rented a banquet room for all HS-85 officers and chiefs for dinner and cocktails paid from his own pocket. He also had my Mom and Dad from the east coast at the dinner. It was a little overwhelming!
Knowing being a civilian would take some adjustment, and being unsure what the future might hold, John Lisse and I decided to take a cross country motorcycle trip. Alameda to Boston, down to Florida, and back. Eight weeks total. By the time I got back to our Oakland house, the adjustment was complete!
The next and last blog post will be a condensed summary of the 22 years. The Highs, the Lows, and the Inbetweens.
Since my last seven years were spent in attack squadrons, namely VA 303 and VA 305, and as far as HS-85's leaders knew, I had no helicopter experience, therefore orders were received to attend all the electronic and electrical schools for the SH3 Sea King helicopter at NAS North Island before reporting for duty to HS-85. Two months near San Diego where the new girlfriend lived was not tough duty! On March 1, 1977 I arrive at HS-85.
The H in HS-85 stands for helicopter, the S stands for submarine. It could also stand for search, as in search and rescue. At HS-85, I'm to be assigned as the 200 Division Chief. When walking into HS-85's hanger to report for duty, walking towards me is a familiar face, it's AEC Sydney Damstra! You may remember that way back in 1959 at VP-26, my first job as a new aircraft electrician, was to carry AE3 Syd Damstra's toolbox and hand him tools. Twenty years later I'm to replace him as the 200 Division Chief. That's an amazing unlikely thing to happen!
 |
| Sea King flying over Alameda |
Twenty-two days later HS-85 sends me to NAS Barbers Point in Hawaii as part of the three helicopter detachment aboard the Canadian supply ship HMS Provider. HMS is short for Her Majesty's Ship. My job there is to observe and learn helicopter shipboard operations from the two other chiefs who are in charge of the detachment. Chief Webkie being the main guy.
Being on the Provider is a kick! When there are no helos flying, I'm wandering around the ship watching normal shipboard operations. A supply ship's operations are completely different than an aircraft carrier's. When a supply ship is sending supplies to another ship, it's a delicate operation. The two ships match their speed and sail side by side and very close together. When the two ship captains agree, a line gun is used to fire a thick heavy duty line (rope) from one ship to the other. Then the re-supply items are sent from one ship to the other using that line (rope).
 |
| Line gun |
 |
| package transfer |
When the HMS Provider needs more fuel oil, the oil supply ship pulls alongside and fuel lines are rigged between the two ships using an even thicker line (rope) to bring the refueling pipes over, and fuel is then pumped from the oiler to the Provider. Really cool stuff to see as it happens! Plus when work is done, the chiefs off duty lounge sells beer! How can you beat that!
Helicopter flight operations off a helopad is another delicate close quarter operation. See how small that helo landing pad looks?
One day, about day six of the cruise, neither of the other two chiefs is in flight operations and one of the helos lands early with an oil leak. The pilot and the Canadian Flight Operations Officer want to know if the aircraft is safe to relaunch. The men don't know where the two chiefs are. I step in and take over by gathering the senior mechanics together and get their opinions. One says fly it and the other says no. So I go out on the helo pad with both of them and see what the leak looks like. Doesn't look too bad so I tell the pilot to fly it. Thirty minutes later, he's back and the leak is worse. The two "experienced" chiefs still haven't showed up. The decision is to shut the aircraft down, bring it in the hanger, and have the two senior mechanics inspect and repair the leak. When the leak is fixed, the helo is relaunched and the flight is completed. Since the two chiefs are junior to me and neither showed during flights operations, I assumed control for the remainder of the two weeks. On our return to NAS Alameda, Commander Frazier (O5), the Maintenance Officer, calls me into his office and reminds me that my job on the Provider was to observe and learn. And that he prefers "to go with the chiefs with helicopter experience." "What I want you to do is run the 200 division."
"Yes sir, I will do that."
The 200 Division Chief's job is to oversee the three electronics work centers in the division. Each work center has a very capable First Class Petty Officer as the Work Center Supervisor. Meaning there's not much for me to do. Tough after being in VA 305 where there was always a lot to do.
On April 23 to May 6, 1977 HS-85 deploys to Naval Air Station Whidbey Island just west of Seattle, WA. Yay! Another island to add to the list of islands I've been to. Rain country, but most of it sweeps down the west side of Whidbey Island, curves south of it, and then swoops up into Seattle. Interesting weather pattern. Seattle gets a lot more rain than the city of Oak Harbor on Whidbey Island.
By the end of May, 1977 four of HS-85's six helicopters are unable to fly because of electrical problems the electricians can't seem to fix. Another week goes by and they still aren't fixed. As a division chief, encouraging and supporting their efforts is my job. But the helicopters still aren't flying. Laying in bed one night, stressing over the aircraft not being fixed, I realize that I can fix the damn things myself and do it without pissing off or shaming the men in the shop.
The next morning I gather all the electricians together and say, "I want to work on the aircraft with you guys." "You guys know the airplane better than I do, you know where the parts and connectors are located. I don't." You explain to me what you know about each system we are having trouble with. I'm really good at troubleshooting electrical systems. Together we'll be able to figure it out. We'll review the manuals, make a plan for each system that's not working, and then go find and fix the problems together." They are all for it. Five days later all six helos are up and flying in formation. And Commander Frazier gets the message.
 |
In Sep 1977 Commander Frazier again calls me into his office where he informs me that he's called an all chief and first class petty officers mandatory meeting at 7:30 am the next morning. I'm the last to know because at that meeting he is announcing that I have been appointed as the Chief of the Maintenance Dept. He will make that announcement at the meeting. He's aware there are three chiefs senior to me, but I will have positional authority over all HS-85 enlisted personnel. We have a little give and take discussion over this news. After which he admits that having ALL six helicopters flying got his attention. That caused him to review my service record and reviewing it made him realize that he needed to make a change in leadership. "Chief Lambert, this isn't a temporary decision, it's permanent." This change has been discussed with the Commanding Officer and the Executive Officer. We all agree that the job is yours. |
As I start to leave his office, he also tells me that the Admiral in San Diego has told HS-85's three commanders (05s) that there's been discussion about decommissioning HS-85. "If that happens, Chief, the CO's, XO's, and my careers are over. The problem is aircraft availability and that means maintenance. You are the only guy who can fix it." As I'm walking out the door, I tell him, "You won't be sorry Commander, I will fix it."
Four months later HS-85 sets a new aircraft availability and flight hour record for helicopter squadrons. A few months after that there's a visit from from U.S. Congressmen to learn how this change came about. By this time all the other chiefs have been transferred out and I'm running the show all by myself. Next the West Coast Air Wing captains are sending investigating teams to see what we are doing. HS-85 is billeted for a Master Chief (E9) and a Senior Chief (E8) and five E7 chiefs. But I'm the only chief in the command.
In May 1978 Master Chief Luther Manners is transferred to HS-85. His first decision is to appropriate my office! Months go by and he occasionally asks my opinion on something. But no real changes are made. I'm wondering what's going on. Then Senior Chief Kootz checks in and he follows me around as I continue to run the maintenance department. Master Chief Manners is in my/his office. Sitting there. Doing nothing. I go in and ask him, "What the hell is going on Luther?" You're here, Senior Chief Koonz is here and I'm still running everything."
Commander Frazier is now the Commanding Officer. Turns out the the CO told Master Chief Manners and the Senior Chief to not change anything without discussing it with Chief Lambert first. "He wants you to continue to run HS-85 until either he or you say different." "Luther, you're the E9, you should be the Command Chief and the Maintenance Administration Chief. Senior Chief Koontz should be the Maintenance Control Chief and I do whatever you want me to do." Luther asks me what would you like to do? Whatever you need me to do. How about taking over Quality Assurance? Sure." Now I'm the Quality Assurance Chief. That's in July 1978. In Quality Assurance I train and certify two other chiefs as Quality Assurance inspectors. One of the first class QA inspectors makes chief. Now there's plenty of qualified QA inspectors. In May 1979 I submit my retirement papers for April 30, 1980.
In July 1979, Manners and Koontz come to me with a proposal. "Curt you like riding your motorcycle and we need a strong leader on the night shift. How would you like working nights as the Maintenance Control Chief and go riding during the day?" That sounded good to me. Spending my last ten months riding during the day and running the show at night when there's less bullshit to put up with. Perfect!
Retirement day is April 30, 1980. Commander Frazier calls for a all hands in dress blue uniforms inspection with me as the inspecting officer. All squadron family members are invited to the inspection and a party on HS-85's hanger deck. After the inspection is complete, and Commander Frazier makes a short speech, he turns the microphone over to me for a speech of my own. After fumbling through my gratitude to all speech, Commander Frazier presents me with an new American flag he had flown over NAS Alameda the previous day. Now its's party time! Cake and ice cream, no beer damn it, all five of my kids were there, Cheryl, Carl, Tina, Bobby, and Shannon. Many, maybe even most, of the squadron personnel families were there. It was a good time!
That evening, Commander Frazier rented a banquet room for all HS-85 officers and chiefs for dinner and cocktails paid from his own pocket. He also had my Mom and Dad from the east coast at the dinner. It was a little overwhelming!
Knowing being a civilian would take some adjustment, and being unsure what the future might hold, John Lisse and I decided to take a cross country motorcycle trip. Alameda to Boston, down to Florida, and back. Eight weeks total. By the time I got back to our Oakland house, the adjustment was complete!
The next and last blog post will be a condensed summary of the 22 years. The Highs, the Lows, and the Inbetweens.
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