Michael Reagan (no relation to President Reagan). Vietnam Combat Veteran, portrait artist, a man with a mission, and not from any of us.Two scriptural references came to mind as I watched the video of Michael speaking at the 7th of February Rotary International meeting in Seattle. Jeremiah 29:11: “For I know the plans I have for you,” declares the LORD, “plans to prosper you and not to harm you, plans to give you hope and a future.” (NLT) and Romans 8:28-29: “And we know that in all things God works for the good of those who love him, who have been called according to his purpose. For those God foreknew he also predestined to be conformed to the likeness of his Son, that he might be the firstborn among many brothers.” (NLT)Here is a story of a man, who, a few years ago, retired from his business in order that he could draw portraits of those who have fallen in the GWoT. Why? Watch the video, he explains it best. He didn’t know why at first, but the message seems to have been clarified now in the 550 (as of the morning of 2/7/2007) portraits he has completed. 2 a day and he is very good at what he does. Humble, too (watch the video).If you haven’t watched the video yet, here’s a teaser as to how he got started on this path”

“I found myself coming back from Vietnam, and I had a hard time for a few years just being able to feel. Took a lot of work by a lot of my friends, my wife, and a lot of people who loved me to allow me to reach this stage, where I could actually feel.

“Evening Magazine two years ago decided to do a little piece on all the celebrity portraits that I had done. We did a little five minute piece, it was called “Miller Time”…

“At the end of it, I said something to John Miller. I said, “You know, I’ve drawn the Pope, six presidents, and 137 Playboy playmates.” John said to me, he said, “I guess that about does it all for you.” And I said “Yep. That was it.”

“That piece made it into the Evening Magazine piece. I believe that piece is why then – the next day it was distributed around the country – I believe that that comment is why I’m standing up here today.

“Two days after that piece aired across the country I got a call from a young woman in Boise, Idaho. Her name was Cherice Johnson. She said to me, “How much would you charge me to do a portrait of my husband?”

Not so strange to me any more, that people “back into” such callings, not even realizing at the time, how their life has prepared them for such a time as this. This is but one more story, full of an invisible design for the life of Michael Reagan.

Micheal has set up the Fallen Heros Project as a non-profit organization. Donations can be made to support him in his work.Thank God for a man of such talent to bring solace to the families who have paid the price of freedom for many, our citizens and others of the world.Please pass the story along, it’s one worth reading.H/T: Mudville Gazette

The current subtopic of this series is the Combat Systems Training Team (CSTT) issues. To recap, in 1992, COMNAVSURFLANT did have a long standing instruction mandating the establishment of CSTTs on all ships. COMNAVAIRLANT did not. Not to cast any disparaging remarks, but I recall on several occassions, the offer had been made to some AIRLANT counterparts, to provide them a floppy with the instruction already formatted in WordPerfect for use. A few quick edits and an admiral’s signature and Voila! Ready to levy new requirements on the Fleet…..in particular, the carrier sailors. When the accident first occurred, I had flashbacks of standing in my office, telling them we were happy to provide them with the documents, because we liked it so well, we thought they would, too.

It didn’t happen, until after the event that ended lives and careers.

Had CSTTs been in place that night, more than likely a “simulation/deviation” that would have been briefed for the drill would have been “No live ordnance will be used. When the order is given to ‘Arm SeaSparrow,’ the Sparrow FOC (Firing Officer Console) Observer will stop the operator from leaving the space and question them as what actions they would carry out in a live fire situation, and, if correct, tell them to resume their station and report to the TAS (Target Acquisition System) operator NSSMS was simulated armed.” Problem solved, safety ensured, operator still has to show “smarts.”

It’s not like it would have been a new precedent, where one community “gave” something to the other.

Next post: Explosives Handling Personnel Qualification/Certification Program (EHPQCP)

Last post on the topic…

The roots of the Combat System Training Teams (CSTT) grew from the Engineering Casualty Control and Damage Control Training Teams (ECCTT/DCTT), where were put in place in the mid-late 70s in response to the poor maintenance condition of the ships in the later part and post- Vietnam War era. There, the standing up of the Propulsion Examination Boards (PEBs) in the Atlantic and Pacific Fleets, required a ship have an organic training capability. As best I can figure, this came from a philosphy that while an individual crew/watch team might perform well today, was there a reasonable expectation it would do so tomorrow, a month or a year from now. I can further speculate, but I never read anything that would connect this next set of dots, that the PEB and the inspections they performed, the Light Off Exam (LOE) and the Operational Propulsion Plant Exam (OPPE) had been “lifted” from the Nuclear Navy’s rigorous system of ensuring the safety of those operations.

The processes of the CSTT modeled the ECCTT/DCTT ones, which, as I discussed some time back, was a result of professional plagiarism, in a good way. One of the significant parts of the training scenarios is to plan for possible safety problems and then make sure the training team members are knowledgeable about the systems and able to step in and stop the drill if such a problem arises. Sometimes, separate safety observers were stationed to specifically watch for problems, while the main training team members are running the drills, or observing the crew’s operations.

During the pre-brief for the drills, the CSTT procedures required detailed discussions of the simulations and variations for real operations, and the safety concerns. Before the drills ran, the CSTT was to walk through the spaces and check to general safety status of the area, as well as to check particular equipment settings. The final reports to the CSTT team leader required “all safety checks completed” before the training scenario would commence.

This set of procedures may have rendered this thread of posting completely moot, had there been a CSTT established, qualified and trained aboard SARATOGA that night….

to be continued…

Open trackbacks! Now, if I could just get comments working…if you have one, email it until I can get the background issues cleared up. I’m sure I can kludge it in when I get it….

So, post your work here!

Sea stories?? Yes…it will be here in a few hours…busy day here…it also will be in the “Australian” theme of the previous two weeks….UPDATE: Here is the promised story

I had a Royal Australian Naval Officer, LCDR Kim Bailey-Jones, as my project officer for the PERRY Class FFG Combat Direction Systems computer program. This was a standing exchange billet, as the RAN had 4 FFGs in their fleet and cost shared in the maintenance and upgrades for the program.

Money was getting tight in the 1994-95 time frame for the military in general, and we regularly received calls from the main program sponsor, Program executive Officer – Theater Air Defense (PEO-TAD) to recall funds from the authorized “SEATASK.” On most occasions, I was asked to respond with how to we might absorb a $1.1M cut (for an overall funding line of $11M) for the various PEO-TAD projects covered. LCDR Jones sat down and sharpened his pencil and typing effort in a spreadsheet, so as to make his point in the upcoming Quarterly Progress Review to our TAD sponsors.

As we were gathered in the large command auditorium, and it was LCDR Jone’s turn to review his project’s status. He got to his budgeting slide and said: “If you can’t give me this much, then just cancel the program and save the money (which was several million).” Of course, he has pre-briefed the “bombshell” up the chain of command and had approval to say such a thing.

Bottom line, the expertise required to safely and responsibly maintain the program needed 4 discrete fields of expertise, and his bottom line funding line represented the barest of funds to keep those four people on staff for such work. Well, the PEO Rep, an Engineering Duty Captain certainly was taken back, but, when Kim made his case, his logic was infallible and there really wasn’t much to be said, but just to note the amount of funding that must remain in place if the FFG-7 Class was to stay at sea.

Oh, I had a Canadian Armed Force officer on staff, too….

The ramp up to the mission of making sure our ships could safely employ a major weapons system, in this case NATO Sea Sparrow System (NSSMS), was not as difficult as it would seem, but it certainly required a multi-faceted approach. For almost three years, I had been assigned to inspect the combat systems readiness of the Atlantic Fleet’s surface force. That meant, for those not familiar with the “ownership” of ships in the Navy, all ships, except aircraft carriers (those belong to the commanders of the naval air forces in the Atlantic and Pacific areas – COMNAVAIRLANT, in my case), and the ships directly related to supporting submarines, those being the submarine tenders (AS) and submarine rescue ships (ASR). Any other ship belonged to Commander, Naval Surface Forces, Atlantic (COMNAVSURFLANT). If “it” had a weapons system more complex than a M2 .50 caliber machine gun on a tripod mount, then the ship required an annual Combat Systems Assessment (CSA) (which began in the late 1980s, but were canceled sometime in 1994 or 1995 – but that’s another piece of history for another time).

The foundation of the NATO Sea Sparrow readiness inspections in the aftermath of this incident came from the existing CSA check sheets, which had been in development for several years at this point. Prior to April, 1990, the Atlantic Fleet CSA procedures had been put together by training teams, which not only were tasked to do the fleet training, but also the CSAs. In April that year, a new department within the NAVSURFLANT Combat Systems Mobile Training Team (CSMTT) was established and manned. A complete review of every existing check sheet began, ensuring the listed standards were from an official document, and not from “It’s a great idea, because I did in on USS LAST SHIP” files. In addition to the scrub, the located reference, to the page or paragraph, was inserted as part of the inspectable point.

Those check sheets, for the administrative areas of training, Combat Systems Training Team (CSTT), Personnel Qualification System (PQS), Explosives Handling Qualification/Certification Program (EHPQCP), Battle Orders, watch bills, and safety (those I know for sure, but probably a few more, too), as well as grading criteria for setting up, executing and debriefing a battle scenario using the NSSMS were all tossed into the package for review by the Pacific Fleet counterparts and Commander in Chief, Atlantic Fleet (CINCLANTFLT) staff. The advantage was the check sheets had been in use for a few years at this point, and had always been made available to the Fleet. The CSTT drill procedures had been around for some time, but had not been widely enforced, as the Engineering Department versions in the form of the Engineering Casualty Control and Damage Control Training Teams (ECCTT/DCTT) had been since the post-Vietnam era via the Operational Propulsion Plant Exam (OPPE) requirements. In mid 1991, the CSA process was revised, and a major “go/no go” pass/fail criteria was the established CSTT by command letter, which elevated the emphasis on the use of internal “experts” to be able to keep the crew up-to-date on procedures, as well as providing an on the job training path to induct new crewmen into the teams in place.

Why is the discussion of the CSTT important in this history? Once the CSMTT and the Fleet Training Groups took up the issue of ensuring a CSTT on surface force ships was established, had scenarios, were qualified and had a training plan process, the trainees could receive more realistic training, as the safety aspects of the running the scenarios was paramount in the set up, debriefing and execution of the drills. The COMNAVSURFLANT instructions and Training and Readiness manuals (TREADMAN) on the CSTT were revised to reflect current operations and then it was trained to. COMNAVAIRLANT did not have any requirements on the books to have the CVs stand up and maintain a CSTT. This key process in conducting training became a factor, very directly, in the events of the night of October 2nd, 1992.

to be continued….

Last October, I put up the “teaser post.” About this time in 1993, Capt Phil Balisle (now Admiral) came into my office and informed me I would be detailed to lead a team for Commander, Atlantic Fleet, to validate all Atlantic Fleet units properly under stood the safe employment of the NATO Sea Sparrow systems aboard their ships. The Pacific Fleet would have a team visiting their vessels, and we would work from a common set of checksheets during the course of the follow up to the investigation of the incident. I was given, from Commander Naval Air Forces, Atlantic, LCDR Don Diehl, from the Guided Missile School at Dam Neck, FTCS Goss, and from my own command, FTC Dann, and told to get to work.

The requirement levied upon us was to go to each ship, except those in such operational status that they could not show us the system, as was the case for the USS O’BANNON (DD-989), and ensure the men standing the watches were school/PQS/OJT on paper qualified, and, by practical demonstration, knowledgeable in actual operations of a simulated engagement in a training scenario.

Having already having spent some energy over the prior two years standardizing Combat Systems Assessments (CSAs) with the West Coast CSA Team, some ground work was already done, so the agreement on the plan for the standard inspection clicked quickly.

I read the report from, I believe Admiral Cebrowski, and the executive summary had some chilling words (I believe I recall them accurately):

Unfortunately, the system (NATO Sea Sparrow) worked exactly as designed.

That set the tone for where the deficiency was that turned that night into one so many would like to have gotten a “do over” card for: The people screwed up. All too often, that is the case in the course of operations. Equipment: “CHECK!” People: “Hold on, we have a problem.”

In the first few days of my assignment to this tasking, I attended a meeting set up by Commander, Air Forces, Atlantic (AIRLANT), where a large group of aviators were to determine just how many switch operations, cover lifts, or button pushes were required to get each of the weapons off any aircraft in the inventory. I think one pilot briefed than in an A-6E, it took 82 separate things to launch a Harpoon Anti-Ship Missile. So, there was sat, all morning, and after lunch, started up again. Finally, one aviator sitting at the table in front of me (I was the “shoe” in the room, so I took a cheap seat along the wall), out of frustration, made this salient comment:

If that man thinks he has permission to shoot, it doesn’t matter how many things he has to do, he’s going to launch that weapon.

The heads, mostly fighting to stay awake after hours of laboriously presented technical details, nodded in agreement. The meeting, didn’t last too much longer, for the primary point had been made by that statement. Unfortunately, as I came to understand more of the details of that night, this aviator was more correct than I would know at the time…..

More later…

January 20th, 1981… some Americans were freed, just in case you forgot about the day 444 days of captivity disgraced our nation, when the President refused to respond to the attack on the soil of America.

Now he’s acting like he’s some kind of hero from first facilitating the ascendancy to power, then backing down from them right away.

A Navy Aviator, then a Commander in rank, was sent to Iran, as the storm was brewing…to “advise” our allies in the Iranian Air Force, to whom we had sold the F-14 Tomcat to. It seems his job was to inspect each of their aircraft and make sure the capability to employ the AIM-54 Phoenix as disabled. He did that, and then was the guest of Amadinerjacket and company for over a year.

I knew this man when he was the Chief of Staff for Commander, Cruiser-Destroyer Group TWO (CCDG2) in 1988-89, by then the rank of Captain.

Thank you, Capt Sharer for your service so many years ago.

H/T: Military.Com News

Project Excelsior. 102,800 feet. Basically freefalling from space. You have a pressure suit on. You ride up in an open gondola. You begin the experiment with only 6 parachute jumps in your logbook. You have been raised to believe no one wants to get out of a “perfectly good airplane.” “Passing a baton” between two freefallers is still a skill to master in the sport (stability required). Olav Zipser and company haven’t been born yet, let alone developing head down freeflying. Who’d want to jump a “square” parachute? Space: Back then it really was a final frontier. One the way “back,” you lose your glove and your hand begins to 1) freeze and 2) swell from the pressure differential.

Col Kittinger still holds the record for altitude for a freefall set Aug 16th, 1960.

embedded by Embedded Video

Take a few moments to read about Col Joseph Kittinger. Not only did he do this project, he also was involved in testing observations of space from balloons, flew 483 combat missions in Vietnam in A-26s Invaders and F-4 Phantoms, was shot down over North Vietnam and spent 11 months as a POW. Quite a ride, I’d say. Oh, and I guess he still ribs Chuck Yeager about beating him to being the first man to go supersonic….

It’s that time again! Post ’em if you got ’em…

Now…the “Sea Story” for the week: “The Original ‘Nickel Back'” or: “How to make civil servant cringe.”

Besides building a lot of FFG-7 Class frigates for us, we also made two for the Aussies; Two w/o LAMPS MK III helicopter capable and two with. Being the officer in charge of training for our non-LAMPS MK III vessels, my office had the pleasure of hosting the crews of the FFG-01 and -02. -01 was there before I reported, but the crew of the ADELAIDE (FFG-02) arrived during my “watch.”

There are funds set aside to show some hospitality to long term foreign visitors (in this case the course was 4 weeks long) and I was informed I could arrange for a visit to the Williamsburg Busch Gardens facility for our Australians. I was also tasked to provide “chaperones” from my staff, and this could include their spouses/girl friends. I forget the ratio, but it was enough for a few of us to tag along on the taxpayers kindness.

Anyhow, I was supplied with the cash to purchase the tickets and pay for some other minor approved charges. We went, we had a great time. The guests of the taxpayer being “english” speaking didn’t require a lot of close supervision, so it certainly wasn’t a strenuous day by any means.

So, on Monday morning, I dutifully added up the receipts for the visit and balanced it against the cash provided. I had a expended all but 5 cents…..I went to Disbursing in the Administrative building at lunch and handed my records and the nickel to the lady civil servant responsible for accounting. She looked at me and said “loose the nickel.” I looked back at her and said “I only have receipts for all but the nickel. Here it is.” Her reply was something like “do you know how much trouble it is to put that 5 cents back into the systems?” and I responded something to the effect that it was a less effort than us both getting hammered for loosing Government money.” and I left.

I know a nickel isn’t much, but it sure wasn’t mine and I had no paperwork to chase it away with, so she got to do the paperwork to put the nickel back in the taxpayers’ account.

Interesting day in military history….“Broken Arrow:” Not the words you want to hear when you’re have the watch…

In 1966, over the Mediterranean Ocean, a B-52 collided with a KC-135 tanker and crashed into the sea, losing it’s nukes…

From the History Channel site:

On this day, a B-52 bomber collides with a KC-135 jet tanker over Spain’s Mediterranean coast, dropping three 70-kiloton hydrogen bombs near the town of Palomares and one in the sea. It was not the first or last accident involving American nuclear bombs.

As a means of maintaining first-strike capability during the Cold War, U.S. bombers laden with nuclear weapons circled the earth ceaselessly for decades. In a military operation of this magnitude, it was inevitable that accidents would occur. The Pentagon admits to more than three-dozen accidents in which bombers either crashed or caught fire on the runway, resulting in nuclear contamination from a damaged or destroyed bomb and/or the loss of a nuclear weapon. One of the only “Broken Arrows” to receive widespread publicity occurred on January 17, 1966, when a B-52 bomber crashed into a KC-135 jet tanker over Spain.

Master Chief Carl Brashear doing road work (Credit: Chasing the Frog)

Besides showing some of what we did during the Cold War to ensure we were ready to respond to support “MAD,”, this story also involved a man who recently passed away. BMCM(DV) Carl Brashear, USN lost his leg while conducting the salvage operation for the bomb sitting underwater.

In January 1966, a hydrogen bomb was lost off the coast of Palomares, Spain after two U.S. Air Force planes collided during a refueling attempt. The Navy was called in to find and recover the bomb; and after 2-1/2 months of searching, the bomb was found. On March 23, 1966, during recovery operations, a line used for towing broke lose, causing a pipe to strike Brashear’s left leg below the knee, nearly shearing it off. He was evacuated to Torrejon Air Base in Spain, then to Wiesbaden, Germany; and finally to the Naval Hospital in Portsmouth, Virginia. After persistent infections and necrosis, and facing years of recovery, Brashear convinced his doctors to amputate the lower portion of his leg.

Brashear remained at the Naval Regional Medical Center in Portsmouth from May 1966 until March 1967 recovering and rehabilitating from the amputations. From March 1967 to March 1968, Senior Chief Brashear was assigned to the Harbor Clearance Unit Two, Diving School, preparing for return to full active duty and diving. In April 1968, after a long struggle, he became the first amputee to be certified as a diver. In 1970, he became the first African-American U.S. Navy Master Diver, and served 10 more years beyond that, eventually achieving the rate of Master Chief Boatswain’s Mate in 1971.

Carl’s life story, mostly centered on his struggle in a recently integrated Navy to become a Navy Diver, was dramatically told in the movie “Men of Honor.” Master Chief Brashear passed away last year, after living an inspiring life.

I had the pleasure of reading and interview with the Master Chief, available from the U.S. Naval Institute, and he was a quite a man. He certainly saw everyone as a person and made a point to treat everyone fairly, and on top of that, he regularly deflected praise from his interviewer. It’s a good read.