The Hall of Honor recipients are honored at the Heritage Dinner during the MPA Symposium week on board NAS Jacksonville (Spring) and/or at the Whidbey Island Reunion on board NAS Whidbey Island (Fall).
To read the nominations submitted on behalf of each inductee, please scroll through the slides below.
Rear Admiral James Schear, USN (Ret)
Person Nominating: CAPT Tom Spink, USN (RET.)
I would like to nominate Rear Admiral James P. Schear, USN (Ret). The Admiral's leadership positions and accomplishments, both before and after he left the Reserve MPA community, are exemplary. I would like to provide some specific examples of his leadership abilities.
I was CDR Schear's XO in VP-91 in the mid-80s. These were exciting times in the VP community and especially at NAS Moffett Field. The 13 Reserve Force P-3 squadrons stood up in 1970 and were spread throughout CONUS. But it was difficult for them to accomplish meaningful results flying outdated aircraft (P-3As from the active duty), even with experienced crews. The introduction of the P-3B TACNAV MOD aircraft provided a capability that allowed these experienced crews to match their active duty counterparts in on-station performance. This was especially challenging for VP-91 because they were based at NAS Moffett Field with seven active duty squadrons, all flying P-3Cs. Instead of being satisfied as the top Reserve VP squadron (“Battle E” in ’84 & ‘86), CDR Schear set the squadron's goals higher. He wanted the squadron to be a full partner in all operations. He proposed and was granted permission for VP-91 to take over operational missions on a couple of drill weekends per month. This included missions against the Russian missile boat roaming 1,000 miles off the California coast. He was instrumental in turning the Reserve VP squadrons from the active duty perception of a “flying club” into a highly effective ASW force, capable of augmenting their active duty brethren in all mission areas. In another bold move, he helped convince the Naval Air Reserve Headquarters in New Orleans to allow the Reserve VP squadrons to go west of Hawaii, where they had always sent crews for training. With opportunities for on-top successes against Russian submarines, the Reserve squadrons returned from their annual active duty for training periods with the highest readiness figures ever. This full partnership led to the Reserve VP squadrons being assigned to some of the deployment sites for a six-month period and thereby giving the active duty squadrons a break in their Op-Tempo.
I have spoken with many former enlisted and every one of them remembers then CDR Schear as a C.O. who pushed them to reach their full potential. And every one of them attributes their level of success after VP-91 to Admiral Schear.
After VP-91, then Commander Schear stood up the Master Augment Unit (MAU) at Moffett. But it was only through his force of will to create a true force multiplier in a way previously unknown to both the active and Reserve leadership. Every hurdle was cleared and Reserve personnel flew active duty aircraft and vice versa. An effective use of assets simply not heard of prior to his effort. A Memorandum of Agreement had to be signed and more importantly trust had to be earned. And all his efforts were highly successful, including the deployment of a MAU crew to Desert Storm. His vision has always been focused on success through hard work and training.
Above all else, Admiral Schear has the most integrity of any man I have ever known. He will not bend to pressure if it involves compromising ethics or honor. I remember when he was Chairman of the Editorial Board for Proceedings magazine, he often had to stand up to officers who demanded immunity from editing or opposing opinions. Admiral Schear never wavered and made all submit their articles according to the established rules of the Independent Sea Services Forum.
Admiral Schear has always been a strong advocate for the VP community as a whole. He is a member of the Advisory Board for the Moffett Field Historical Society and Museum. He visits the museum often and has provided numerous significant ideas on improvements and initiatives to bring the message of Moffett’s legacy to a greater public awareness.
Now as the senior security consultant for Google, he is carefully watching over the legacy of Moffett Field and especially the MPA history and aircraft there. And believe me, there are bureaucrats who have tried and will continue to try to destroy artifacts without consideration of their intrinsic value to future generations.
You will find no better representative of the Reserve component than Admiral Jim “Poopie” Schear. Please review carefully his body of work and I believe you will find him worthy of your vote into the MPRF Hall of Honor.
Person Nominating: CAPT Chris Cluster, USNR (Ret.)
Rear Admiral James P. Schear, USN (Ret.)
An accomplished pilot with multiple in-country tours in SE Asia, instructor pilot in VP-50 and VP- 31, NATOPS evaluator and squadron Commanding Officer in his own right, it was Rear Admiral Schear's vision that was the blueprint for integration and cooperation within our active/reserve MPA community. Following an award winning CO tour at VP-91, hallmarked by his insistence that every reservist maintain a qualification, attitude and bearing befitting the active force, he was personally selected by COMPATWINGSPAC to stand up the VP-Master Augment Unit at Moffett Field. During his tenure, he brought his vision to life with a unit that flew fleet-compatible aircraft, the P-3C, UD- I, and UD- III as opposed to the reserve squadrons flying non- compatible aircraft, the P-3B and B-Mods. He developed a unit of professionals that could augment the active force with full or partial crews, or with individuals filling active squadron needs such as maintainers or other support personnel.
Wing 10, VP-31 and the MAU had full interchange of aircraft and people. When a mission or training aircraft lifted off Moffett, it could be an active aircraft with reserve crewmembers onboard or a reserve aircraft with active duty crewmembers onboard, or any combination of people and equipment. In fact, one of the MAU crews was the only reserve P-3 asset deployed forward during Desert Storm, being cited for action in the Gulf resulting in the sinking of Iraqi ships. They were also the only reserve crew qualified to fly Harpoon missions. Seems natural now, but no one had done it before that time, and most doubted that it was possible.
Following his selection to flag rank, CPWP personally intervened in the detailing process to have him assigned as Deputy. He was there through the WINGSPAC move to Barber's Point. Later in his flag career, he was Deputy Commander - Second Fleet, Vice Commander in Chief - Atlantic Fleet and qualified as an Airborne Emergency Action Officer on Looking Glass at STRATCOM. Few officers and still fewer reserve officers can claim this level of accomplishment.
During his era, there were 28 active and 14 reserve squadrons and Admiral Schear's units were the only reserve elements to be fully compatible and interchangeable with the active force. I had the pleasure of serving as XO/CO of reserve squadron VP-93 in the 1993/94 timeframe. When we arrived in Sigonella, Sicily, to begin flying armed patrol missions in the Adriatic during the Bosnian conflict, I knew we had arrived there on a pathway created by RADM Schear. RADM Schear is worthy of consideration based on his operational record, but his vision and demonstration of active and reserve integration is remarkable and worthy of being honored by his enshrinement.
Reserve components are a full partner in MPRF operations and enshrining Admiral Schear would be a full recognition of this partnership.
Rear Admiral James P. Schear is an Ohio native and a graduate of the United States Naval Academy. He completed flight training immediately following graduation and was designated a Naval Aviator.
Following Maritime Patrol pipeline training, he was assigned to Patrol Squadron 50 at NAS Moffett Field, Ca. He participated in three Western Pacific deployments during this tour, flying numerous missions while operating in Southeast Asia. He was designated Patrol Plane Commander, navigation and pilots NATOPS instructor and Mission Commander in the P-3A and P-3C aircraft. Following that fleet tour of duty, Rear Admiral Schear reported to Patrol Squadron 31 as a P-3 pilot and tactical training instructor. Upon his release from active duty, he affiliated with Patrol Squadron 91 at Moffett Field. During his 13 year tenure in the squadron, Rear Admiral Schear held numerous billets culminating in his assignment as Commanding Officer.
Following that tour, he commanded the Patrol Squadron Master Augment Unit, regaining his Patrol Plane Commander designation in the P-3A and P-3C aircraft, while achieving qualification in the P-3C Update III. Follow-on commands were U.S. Pacific Fleet detachment 320 where he qualified as a Battle Watch Captain in the Fleet Command Center at Pearl Harbor and Reserve Patrol Wing augment unit 0180.
As a Flag Officer, Admiral Schear was assigned as Vice Commander, Patrol Wings U.S. Pacific Fleet; Deputy Commander, Maritime Defense Zone, Atlantic; Deputy Commander, U.S. Second Fleet and Vice Commander in Chief, U.S. Atlantic Fleet prior to his final Assignment as Mobilization Assistant to the Commander in Chief, U.S. Strategic Command, flying the nation's strategic nuclear mission as an Airborne Emergency Action Officer. He is a past Commander of Naval Reserve Readiness Command Region Four and a former Chairman of the Naval Reserve Policy Board. He represented the Navy for five years as a member of the Department of Defense Reserve Forces Policy Board, and was Deputy Chairman of the Board for the US Naval Institute. He also served as Chairman of the Editorial Board for Proceedings magazine.
Rear Admiral Schear has been awarded the Defense Superior Service Medal, the Legion of Merit (3), Meritorious Service Medal (4), Air Medal, Navy Commendation Medal (2), and the Vietnamese Cross of Gallantry, as well as numerous other campaign and service medals.
Following a long operational and flight operations management career with USAirways that included qualification on 10 aircraft types, Rear Admiral Schear answered a call to public service as a Senior Executive with the Transportation Security Agency, serving in numerous top level positions within that agency including Deputy for Operations. In 2004 he returned to USAirways as the Vice President of Restructuring during a difficult bankruptcy proceeding. The effort was successful and upon the company's emergence from bankruptcy, Admiral Schear returned to TSA as Federal Security Director at Baltimore Washington Marshall Airport and then Federal Security Director for Colorado.
Since retiring from government service he has returned to his Moffett roots, serving as senior consultant for rebuilding Moffett through Google's long-term lease of the airfield. He provides the crucial insight that will secure the future of the Moffett Field Historical Society - including their P-2 and P-3 displays, Hangar One itself, and extensive historical records of Maritime Patrol in the Pacific.
He lives in Arizona with his wife of 38 years, Sharon and is the proud father of four grown children: Ryan, Matt, Adam and Caroline.
It is time to recognize the reserve contribution to the history of Maritime Patrol and you will find no finer representative of all that the component has become.
Captain John McCaull, USN (Ret)
Person Nominating: CAPT Richard Heimerle, USN (Ret.)
The following is from an article by David Axelson published in the Coronado Eagle & Journal.
Though now considered an archaic English idiom, the phrase ‘Hail fellow, well met’ applies perfectly to 82-year-old Coronado resident John McCaull. If we both had more time after our interview concluded, one or several beers might have been consumed as we continued our conversation. While I was listening to McCaull’s presentation regarding his professional career during a recent meeting of the Military Officer Association of America, Silver Strand Branch, I knew a John McCaull feature was imminent.
McCaull is a native of Van Nuys, graduated from Redondo Union High School and matriculated to Occidental College, where he majored in physical education. As importantly he met a cheerleader named Laurie and the couple will celebrate their 59th wedding anniversary in December. The couple has three children John Jr., Kristy and Jeff, plus they also have five grandsons, who John affectionately describes as, “My own basketball team.” As McCaull said, “It really annoys our children that we’re such a cliché. I played forward on the basketball at Occidental. ” Later McCaull added that he was an All-American Volleyball player.
McCaull served as a Los Angeles County lifeguard for five years in Hermosa Beach before he was drafted. When asked how his Navy career started, McCaull recounted, “I used to sit and watch planes taking off from LAX and wondered where they were going. I was sitting in a bar one night with a friend who was going through flight training. He said, ‘Go down to Los Alamitos and they will fix you up.’ I didn’t intend to stay in the Navy; I wanted to be an airline pilot. They offered me a regular commission and I was in the Navy for 31 years.”
McCaull continued, “My career was bumping along in 1963 as a lieutenant based at North Island, with three kids. I got a set of orders one day and I thought, ‘what the heck is this?’ I went off to Washington and truly the guy said, ‘Stand on the southeast corner of this specific intersection and a black car will pull up and you get in,’ that’s how it all started. My commanding officer recommended me as a flight instructor. They wanted a recommendation on somebody who would do well overseas and knew the P2V7 airplane.”
‘They’ as it turned out was the Central Intelligence Agency, and the job entailed relocating to Taipei, Taiwan with his entire family, to train Chinese pilots to fly over Mainland China. McCaull provided the geopolitical overview of Asia at the time he arrived. “Mao Tse-tung had taken over China and two million Chinese with an allegiance to Chiang Kai-Shek joined 10-12 million Taiwanese on their home island. Basically I was helping the Chinese Resistance to fly reconnaissance and intelligence missions over China. Some of the pilots were very good and the top guys were pretty darn good. They got extra pay for being in the 34th Squadron. They had to apply to be in the squadron and then I would teach them to fly the P2V7. I washed two guys out because they couldn’t hack it.”
The Company’s Skunkworks operation based in Burbank provided state of the art electronics for the planes that flew over China, the same location that developed the U2 and SR-71 ‘Blackbird’ spy planes. The electronics in the planes flown by the Black Bats, as the 34th Squadron was informally known, were capable of jamming virtually all defense equipment on the ground. Despite that fact the casualties in the unit were high. Over an eight-year span, the Black Bats flew 850 missions and lost 150 men. In total the intelligence gathering mission ran from 1955-1967.
McCaull elaborated on the dangerous conditions facing the Black Bats, which originated in Hsinchu, Taiwan, which at the time was a small fishing village. “As long as nobody could see us, we were okay. That means the only thing that could hurt us was the eyeball. We couldn’t jam the adversaries’ eyes. If they could see us, our chance of survival was slim. We cruised along at 190 knots. They would send up a MIG and vector another plane behind to drop flares so they could see the P2V7. Those two together were a formidable enemy to deal with. The program was shut down because the Chinese Communists got too good. The risk was no longer worth the intelligence they got out of it. Then they started using satellites and other stuff. We kept prodding them and they got better and better at finding us.”
In fact the Chinese Communists were so good, they had a spy embedded somewhere in the system who could identify the Chinese pilots and later on McCaull, by name, while they were in the air. At one point the Chinese Communists offered a $50,000 reward for the reconnaissance plane and McCaull. After serving in the Black Bat training position from March 1964 to October 1966, McCaull returned to active duty in the Navy. Unfortunately he had a two and one-half year gap in his career resume that he couldn’t and wouldn’t explain.
When he rejoined the Navy, McCaull had logged more than 5,000 flying hours in the P2V7 aircraft, the most of anybody in the service. McCaull laughed and said, “Since nobody knew where I had been, I had to go through six months of P2V7 training, conducted by the guys I had checked out before I left.” He was later assigned to fly out of the Philippines and Viet Nam.
His other tours of duty included being flag secretary for the Commander Naval Air Forces Pacific. “That was a very good job,” recounted McCaull. “We went to Hawaii for four years and I made Captain while we were there. Then we went to Bangkok for two years where I was chief of the Navy Military Advisory Group. I retired as chief of staff for the commander of Patrol Wing Pacific. All of the patrol aircraft were under one admiral at Moffett Field.”
In 1987, John and Laurie McCaull were visiting Canton, China via Hong Kong, which led to a harrowing experience. “I was still on active duty and we took a couple of weeks off. We were standing in a line in Canton to get on a train, Laurie, me and another couple, when two armed guys grabbed me. They took me into a little room and there was a guy who spoke very good English. He said they had to hold me for a minute because I was holding some oranges. I was a little concerned.”
While he was still in the Navy, McCaull earned a BS degree in psychology, physical education and military science from San Diego State University.
Interestingly, it wasn’t until we reached question No. 39 in the interview, about his post-Navy activities, that McCaull revealed that he is one of the best senior over 80 tennis players in the country. He is currently ranked No. 1 in San Diego; No. 2 in the state of California; and No. 9 nationally, in the U.S. Tennis Association’s Seniors Division. McCaull plans to compete in the North-South Senior Challenge in Fresno next month and he estimates that he plays tennis four days each week. His regular opponents include Jim Perley, David Wilson, George (Jeep) Rice and Phil Hunsaker.
“I grew up on the beach being a surf bum,” McCaull said of his younger days. “The Navy stopped that, thank heavens. I got married and joined the Navy. And they gave me time to go to the beach, which was wonderful.”
Rear Admiral Gerald MacKay, USN (Ret)
Awardee Year: 2018
Person Nominating: CAPT Richard Heimerle, USN (Ret.)
Rear Admiral Gerald Wallace MacKay, USN Ret. passed away peacefully 10 August 2017 at his home in San Carlos, his wife Linda, at his side. Admiral MacKay was born in Truro, Nova Scotia Canada, moving to Boston at age 8. There he attended Boston Technical H.S. After graduation, he joined the United States Navy Reserve Submarine Service. At age 20 he was commissioned an Ensign and designated as a Naval Aviator at Hutchinson Kansas, October 16, 1956.
RADM MacKay flew multiple aircraft while performing Anti-Submarine and Patrol missions amassing over 4500 flight hours flying P-2V and P-3 aircraft over the Atlantic, Pacific and Indian Oceans.
His first duty assignment was with Patrol Squadron Sixteen flying the P-2 Neptune. Here he qualified as a Patrol Plane Commander while serving as Avionics Officer as well as Air Intelligence Officer. Deployments were to Iceland, Africa and Newfoundland. In 1959, MacKay reported to Naval Air Development at South Weymouth, Massachusetts where he served as a Research and Development Project Officer. He then worked at Grumman Aircraft as an aircraft acceptance test pilot. Next, he was ordered to the aircraft carrier Lake Champlain and received his qualification as Officer of the Deck Underway. In June 1967, Admiral MacKay joined Patrol Squadron Thirty-One first as Operations Officer and then as Training Officer.
RADM Mackay held Command of six aviation organizations during his distinguished Naval career including Patrol Squadron Six, Patrol Squadron Thirty-One, Commander Patrol Wing One/ Commander Patrol and Reconnaissance Force Seventh Fleet/ CTF 72, Commander Patrol Wings Pacific, and Commander of U S Naval Forces Japan. He considered his coordination of the sea rescue of thousands of refugees fleeing Vietnam to be one of his greatest accomplishments. Throughout his MPA career Admiral MacKay was mentor to numerous flag officer community leaders, most notable is Admiral Harry B. Harris, Jr., Commander Pacific Commend, who was Admiral MacKay\'s Flag Lieutenant/Aide at COMNAVFORJAPAN. Admiral MacKay\'s final Navy assignment was as Deputy Comptroller of the Navy.
Admiral MacKay retired from the Navy in 1986 in San Carlos, CA. He then began his career in the electronics industry. He closed out his civilian career as President of Advent Systems in 2005. Admiral MacKay was an active member of the Fellowship Forum, the Naval Order of the United States, the Association of Naval Aviation, the Coyote Point Yacht Club, the St. Andrews Society, and the Sons in Retirement. He is survived by his wife of 49 years, Linda Seaton of Richland, Washington.
Rear Admiral G.W. \"Jerry\" MacKay, US Navy (Ret)passed away on 10 August 2017. Jerry was born a Canadian but moved to Boston at age 8. Jerry joined the United States Reserve Submarine Service. He quickly advanced through the enlisted rankings, he was selected for the Naval Aviation Cadet program, was commissioned an Ensign and designated a Naval Aviator at age 20. He flew the P2V and P3 aircraft over the Atlantic, Pacific, and Indian oceans amassing over 4500 hours. His assignments included VP-16, Naval Air Development Command, Aircraft Acceptance Officer and Test Pilot at Grumman Aircraft Company, the aircraft carrier Lake Champlain receiving the designation as Officer of the Deck Underway, VP-31 as Operations and Training Officer, VP-6 as the \"Blue Sharks\" Commanding Officer, VP-31 as the \"Black Lightnings\" Commanding Officer, and Commander Patrol Wing One/Commander Patrol and Reconnaissance Force Seventh Fleet/CTF 72. He was subsequently promoted to Rear Admiral and assigned as Commander Patrol Wings Pacific, followed by Commander U.S. Naval Forces Japan where he coordinated the sea rescue of thousands of refugees fleeing Vietnam. His final assignment was as Deputy Comptroller of the Navy. During his remarkable career he set the example, mentored, and affected the lives of numerous Naval officers and enlisted personnel. A notable example was as Commander U.S. Naval Forces Japan, his aide, LT Harry Harris, is now Admiral Harry Harris, Commander, U.S. Pacific Command. Admiral Harris, in his eulogy at RADM MacKay\'s service, said the following; \"Admiral MacKay taught me how to broaden my thinking to embrace technology and innovation, to navigate the dangerous shoal waters of international affairs, and to think boldly and critically. He taught me that integrity, accountability, and reputation were worth more than promotion, medals, and treasure – in fact, they counted for everything. I watched as he conducted complex negotiations with the Japanese over the future of our alliance. I watched as he managed the Navy\'s response to the Soviet-shootdown of Korean Air Lines Flight 007 over the Sea of Japan. And I watched as he expertly finessed the demands from Washington, the imperatives from Honolulu, and the petitions from Tokyo. I felt as if I was getting a Ph.D in international relations, negotiations theory, and balance-of-power politics. I learned to operate in the rarefied air of Flag officer business. All skill sets that would serve me well down-range. Throughout my career, especially at those junctions where the flight plan was cloudy – where certain turbulence and hidden wind shears awaited any bad decision I might make – Admiral MacKay was there for me and he always gave me the right steer to keep me on glide path. And here I stand before you today – a MacKay-trained man and proud of it. Admiral MacKay was, indeed, a man fully in the moment, a force of nature if there ever was one. And he acquired a well-deserved reputation for being an exacting pilot, a tough taskmaster, and a skilled negotiator. Admiral MacKay was a Sailor, pilot, diplomat, and always a mentor, friend, and patriot.\"
Captain Don East, USN (Ret)
Awardee Year: 2018
Person Nominating: Kirt Wlaschin
“I can only think of one person that is not saddened by the passing of Captain Don East who was a beloved Chief Petty Officer and Commanding Officer. Fellow aviator and VQ skipper CDR John T. Mitchell has been waiting for Don since March of 1984 when John and his VQ crew were lost en route to Guam. I'm sure they both have some great stories to share.”
-From the “I Like The Cut Of His Jib” blog, 13 March 2016
Donald Charles East was born in Cleveland’s Cross Roads, Clay County, Alabama, on January 24, 1939. After graduating from Bibb Graves High School in nearby Millerville in 1957, he enlisted in the U.S. Navy. After boot camp, he attended one year of Cryptographic Technician “R” and “T” Branch training, and then served operational cryptology tours at Karamursel, Turkey and Bremerhaven, Germany with the Naval Security Group. During these tours, he participated in operations involving cryptology support of VQ-2 missions in the Black and Baltic Seas. After attending the one-year Cryptographic Course at the National Security Agency (NSA), he was then assigned as an instructor in the “T” Branch Curriculum at the Cryptologic Training Center in Pensacola, Florida. During that tour of duty he attended night classes at Pensacola Junior College in the Russian language program.
While awaiting the results of the CPO and Warrant Officer examinations in 1965, he was selected for Naval Flight Officer training. Graduating as his Pre-Flight Course Class Honor Man, he was later selected as the runner up for the Admiral Thurston James Award for the highest academic average in the Naval Air Technical Training system for the year 1966. He was then assigned to the NAS Glynco as an instructor in the Airborne ELINT Course. Next, he completed his Junior Officer tour in VQ-2 Rota, Spain as the ELINT Analysis Officer and Senior Evaluator in both the EA-3B and the EC-121M. LT East was then ordered to the USAF Security Service Headquarters in San Antonio, Texas as an Electronic Warfare specialist. He served a portion of that assignment with a special project at site 51.
In 1972 he was accepted as a student at the Naval Postgraduate School in Monterey, California, where he received a BA in International Relations and an MA in National Security Studies, both Cum Laude. In 1975, he was then assigned to Patrol Squadron Special Projects Unit (later VPU-1) at NAS Brunswick, Maine, where he served as the Operations Officer, and later as the Officer in Charge from 1977-1979.
As the unit grew and began to gain its independence, unbeknown to LCDR East, the enlisted members, under the direction of their Senior Chief, formed a committee to come up with a nickname and logo for the unit. Known for his ever present cigar and occasional nip of “Firewater”, the committee decided a caricature of LCDR East would be accepted. The buzzard idea came from a large copy of a cartoon that was displayed on the wall of his office, which depicted a couple of buzzard roosting on a limb with the caption “Patience, Hell, Let’s Go Kill Something!” A skilled artist in the committee then drew up a logo of a buzzard with a submarine in one claw, a shot of booze in the other, and a cigar in its beak with the words “The Association of Old Buzzards” arranged around the circle. LCDR East reluctantly relented to the use of his likeness and the nickname and logo became official.
LCDR East was then selected to attend the USAF Air Command and Staff College at Maxwell AFB in Montgomery, Alabama, where he was a Distinguished Graduate. He was then selected for aviation command and assigned to VQ-2 in Rota, Spain. There he served as XO and CO and as a Senior Evaluator in both the EA-3B and the EP-3E, from July 1982-July 1983.
Up until 1982 VQ-2 did not have an official logo. Noting this, CDR East elected to use the famous and inspiring phrase first uttered by the Patriot Thomas Paine and later used by President Thomas Jefferson – “Eternal Vigilance is the Price of Liberty.” This phrase symbolizes the constant vigilance provided by the aerial electronic reconnaissance missions flown by VQ-2 in the cause of liberty and freedom. This selection was approved by the staff and painted in large letters across the top front of the VQ-2 hangar where it was visible to the squadron personnel as they came to work and stood morning quarters. The phrase remained on the hangar front for 30 years, long after VQ-2 relocated to Whidbey Island.
Upon completion of his successful Command tour of VQ-2,CDR East was then selected to attend the Naval War College in Newport, Rhode Island, where again he was a Distinguished Graduate. While assigned to the NWC, he attended night classes at Salve Regina College where he received an MA in International Relations with a Russian studies specialty. After NWC graduation, he remained there as the Admiral Thomas H. Moorer Chair of Electronic Warfare.
During his time at the NWC, CAPT East received a phone call from the SecNav staff. At this time SecNav John Lehman was in a struggle with Congress to acquire funding for a follow-on platform to the Navy’s carrier-based capability, the aging EA-3B Skywarrior. To prepare himself for the debates, he had asked his staff to call the Navy History Museum at the Navy Yard in D.C. and have them send him the histories of the two Navy VQ squadrons. When he found there were no histories on file for these two squadrons due to the classified nature of their mission, CAPT East was tasked to write them at the unclassified level, reports that have since become the definitive unit histories of VQ-1 and VQ-2, from their beginnings in the World War Two era, up through 1986. These reports won him the Contributor of the Year Award from the Tailhook Association’s “The Hook” magazine for that year, and have been inducted into the Cold War Museum in Virginia, available on line at www.coldwar.org. Shortly after their induction, the museum director, Gary Powers, Jr., asked CAPT East to write a short update on the two squadrons since 1986, which is also available at this website.
CAPT East was then assigned to the Navy Technical Intelligence Center in Suitland, Maryland, followed by an assignment as the Senior Naval Advisor and Professor of Naval Operations and Russian Studies at the USAF Air War College.
In addition to being one of the most influential senior leaders of the VQ and VPU communities throughout the 1980s, CAPT East also traveled to Russia on numerous occasions, before, during and after the breakup of the Union of Soviet Socialist Republics. During these trips, he served as a member of the USA/USSR Incidents at Sea Negotiating Team, the leader of USAF Air War College student professional trips to Moscow and Leningrad (later St. Petersburg), and as a member of a multi-national team providing guidance to the Russian military on their movement toward a democratic society. He was the first U.S. Naval officer to be allowed access to various former Soviet institutions, including the V.I. Lenin Military Political Officer Institute in Moscow. On a snowy midnight in 1991 in Red Square, he and USAF General Charles Boyd were observers to a historic event as the last Hammer and Sickle flag of the USSR was hauled down from the lighted Parliament Building dome inside the Kremlin and the first Russian tricolors national flag raised- signaling the end of the USSR and seventy five years of communism.
Following his retirement from active duty in 1992, he returned to his native soil where he owned and managed the Creeks Tree Farms in Clay and Randolph counties of east central Alabama.
As the guest speaker at the VQ-2 dis-establishment in May 2012, CAPT East said this about his former squadron:
“We are here today to say farewell to an old friend and to honor that old friend for years of excellence in airborne electronic reconnaissance. We are here today to witness our beloved VQ-2 transferring to the history files of the Navy historical museum in Washington, D.C., and into the fond memories of all of us.
It is not unusual to humanize an inanimate object, especially one that conjures up such strong emotions as does VQ-2. This squadron seems to be alive, a part of us, and one whose collective memories shall remain with us for the rest of our days. What exactly is a Navy squadron? In its simplest form, it is a collection of aircraft, equipment, people, a mission, and a set of operating instructions. However, once a person becomes a veteran of a particular squadron, especially one as unique as VQ-2, it takes on a different form. The unit morphs into a life-like form and an important segment of your life. It lives, it is an unquantifiable entity that will drift in and out of your consciousness. The friends you made, and those you lost, the unforgettable experiences, the close calls, the life lessons you learned, the sea stories you heard and were a part of. All those things are forever a part of your psyche – a part of who you are. It provides a sense of place and time, like no other life experience can do… When the final word has been written about VQ-1, VQ-2, VQ-5, VQ-6, VPU-1 and VPU-2, it will not be just a history, it will be a lasting legacy – These squadrons will be viewed by future generations of the Naval Aviation Community as icons of dedication and sense of mission, personified, by a band of talented gypsies that skillfully executed vital national and Navy missions.”
As part of a comprehensive history of VQ-2 that CAPT East finished in 2015, he also wrote the following:
“Even after all traces of the VQ and VPU squadrons are gone, for many years thereafter there will be a feeling of brotherhood among those that served in these units. Although Lord Nelson probably coined the phrase “Band of Brothers,” this concept of solidarity was around since the first organized group of mankind banded together to achieve a strongly held goal. A brotherhood or band of brothers has several identifiable aspects. First, there must be a shared commitment, goal, or mission. Secondly, those involved must be absolutely committed to the goal. Thirdly, there must be a common trust among the groups membership. Fourth, there must be an element of high stakes or physical danger in achieving the goal. And finally, there must be a strong commitment to each other among the group. With these factors in play, hardship or difficulty in achieving the goal only intensified the group’s determination to achieve the goal. A feeling of brotherhood or band of brothers is not a temporary emotion, it is instead a lifetime feeling of involvement in a shared commitment to a highly held goal. Once a person becomes a member of such a group, they will never find themselves alone. This feeling of brotherhood, along with a common threat of patriotic service, brings all of us that have served in these VQ and VPU units together for the rest of our days.”
CAPT East passed away Wednesday, March 9, 2016 at the age of 77 at the UAB Medical Center in Birmingham, Alabama. He is survived by his wife Chao Cui (Cynthia) originally of Manchuria, Peoples Republic of China, his son Brant, and his daughter Amy.
Shipmate, the watch stands relieved, relieved by those you have trained, guided, and led, from your constant efforts in the 1960s, 1970s, 1980s, 1990s, all the way to 2016, to help make VQ and VPU the effective force that we have on station worldwide today. CAPT East, you will be missed, but rest assured… we have the watch.
This biography was compiled along with the associated photos from the following sources as well as in personal correspondence between CDR Wlaschin and CAPT East in 2014-2016:
“A History of U.S. Navy Fleet Air Reconnaissance Part 1, The Pacific and VQ-1”, by CAPT Don C. East USN http://www.coldwar.org/histories/HistoryofUSNavyFleetAirReconnaissance.asp
“The History of U.S Naval Airborne Electronic Reconnaissance Part Two, The European Theater and VQ-2”, by CAPT Don East USN http://www.coldwar.org/histories/HistoryofUSNavyFleetAirReconnaissancePartTwo.asp
“Post Script to the U.S. Navy Electronic Reconnaissance Squadrons Histories”, by Don East http://www.coldwar.org/histories/HistoryofUSNavyFleetAirReconnaissancePostScript.asp
“The History of VQ-2”, by Don East
Lieutenant Commander Cash Barber, USN (Ret)
Awardee Year: 2018
Person Nominating: RADM Kyle Cozad, USN
A native of Drennen, Colorado, LCDR Barber graduated from high school in Pueblo, Colorado and enlisted in the Navy on 24 May 1941, less than one month after his 17th birthday. He completed recruit training in San Diego and Aviation Machinist’s Mate “A” School in Alameda, California. Arriving in Pearl Harbor on 18 December 1941, he witnessed the aftermath of the Japanese attack on Pearl Harbor and reported to VP-11, a PBY squadron at NAS Kaneohe Bay.
During World War II, LCDR Barer served in V-11 as a PBY aircraft crewmember in Pacific battles from Midway to the Philippines. Especially notable was his participation in the evacuation of 219 Australian commandoes from their post work near Wewak, New Guinea is December 1943. After stripping unnecessary equipment and armament and reducing the normal 10-man crew to a skeleton crew of 5 airman, pilots landed their 104 foot wingspan aircraft into the river before taking off to return to Port Moresby. LCDR Barber quickly moved up in rank and on 20 September 1945, after only four years, he was advanced to Chief Aviation Machinist’s Mate at the age of 21.
From March to September 1949, LCDR Barber participated in Operation Vittles (Berlin Airlift) with VR-8, operating from Rheine-Main Air Force Base in Frankfurt, Germany. VR-8, one of the two Navy Squadrons supporting Operation Vittles, setting records for tonnage delivered and aircraft utilization percentage in support pf Berlin. In November 1956, LCDR Barber participated in VR-7’s “Around the World” flight supporting the Suez Canal crisis. He logged 7500 crewmember flight hours during his 20 years of enlisted flying.
On 2 May 1961, LCDR Barber was commissioned a Lieutenant Junior Grade (Limited Duty Officer) in May 1961 and continued his career in Aviation Maintenance Officer Billets in California, Okinawa, Vietnam and Washington. On 30 June 1971, LCDR Barber completed his final tour of duty as the Commander Fleet Air, Whidbey Aviation Maintenance Administration Facility Officer and was “piped over the side” after more than 30 years of active Navy service.
LCDR Barber wears 18 campaign and service medals including the Distinguished Flying Cross, Air Medal, Air Force Commendation Medal, Presidential Unit Citation for Black Cat Operations in the Pacific, Combat Aircrew wings with three stars, and Navy Aircrew wings.
LCDR Barber is 92 years old and has been married 72 years to the former Eileen Allen of Bakersfield, California. LCDR and Mrs. Baker relocated to Gulf Breeze, Florida in June 2014 where they share the “Captains’ Quarters” cottage with their daughter, retired Navy Captain Carolyn Deal and her husband, retired Navy Captain Robert Deal.
Rear Admiral Frank Gallo, USN (Ret)
Awardee Year: 2018
Person Nominating: RADM Rick Kirkland USN, (Ret)
There are mulitple submissions for RADM Gallo, all are included below.
It is my honor and privilege to submit this letter in support of Retired Rear Admiral S. Frank Gallo, USN, as you consider him for selection to the Maritime Patrol Association Hall of Honor.
Admiral Gallo was my flag officer, in that I was assigned military duties as his designated Flag Writer. In my world as a Flag Writer in the Navy, one was assigned to support operations, maintain the official and social schedules, manage daily office routines, and provide general administrative services for a General or Flag Officer. The assignment I was initially given was Rear Admiral Frank Gallo; the assignment I requested to continue until his retirement from active duty was Rear Admiral Frank Gallo.
While Admiral Gallo most assuredly was a stellar leader for U.S. Navy personnel, he also exuded
confidence and diplomacy across nations. Initially as a petty officer and subsequently selected both as a Chief and Senior Chief Petty Officer, I had the privilege of working for him as Commander, Fleet Air Mediterranean and Maritime Air Forces Mediterranean. I continually marveled at his impressive representation of United States interests overseas and his positive example in any setting. Whether diplomatic in nature, briefing foreign dignitaries, or training other countries’ naval air forces, he exuded
confidence and genuine concern for people. I flew with him during his official visits to other
Mediterranean countries and was continually impressed by the way he handled himself and how others flocked to his presence. His professional charisma and capable demeanor instilled confidence in what he did and said, and he inspired loyalty in all with whom he interacted. He obviously was the subject
matter expert in air operations and anti-submarine warfare superiority, but he also epitomized the officer and gentleman role model to which naval officers aspire.
Admiral Gallo is a Sailors Leader. I voluntarily remained assigned to him as he moved duty stations, ultimately ending up as the Deputy Chief of Naval Personnel to Admiral Mike Boorda as he rose to the position of Chief of Naval Operations (CNO). Although no longer flying P-3’s at that point, Admiral Gallo continued to mentor in the personnel arena and fly the careers of officers and Sailors who would
ultimately achieve important leadership positions, including Admiral Jay Johnson who also rose to the position of CNO. His counsel was continually sought as he left a legacy in the ASW community; but Admiral Gallo not only mentored naval aviators, he inspired all Sailors. He encouraged me to apply and subsequently become selected for the Limited Duty Officer commissioning program, from which I honorably retired as a Lieutenant Commander. He treated everyone with the utmost dignity and respect, and he and his gracious wife Joanne became like second parents to many, including me. As a
team, they nurtured Sailors and their families, always recognizing holidays and important occasions for their Shipmates and caring about others as themselves.
Admiral Gallo led by outstanding personal example, continually setting a proactive tone and achievable pace, looking after Sailors and their welfare, and saying “Follow Me, Men” … and men and women would follow him with confidence. He furthers the recognition and prestige of the MPA through his personal example, whether in uniform, leading the Armed Services YMCA as its Executive Director, or
conducting a Smithsonian Aviation Museum Tour as a docent. His legacy extends well past the scope of ASW and MPA ~ Admiral Gallo has left a significant and lasting positive effect and embodies the excellence of the entire U.S. Navy enterprise.
LCDR Lynne Pine USN, (Ret)
Senior and Junior members of the Navy and MPRA community have listed many achievements that confirm RADM Frank Gallo as the principal candidate for selection as the MPA’s Hall of Honor awardee for 2018. The purpose of this letter is to echo the views of these distinguished members and offer my strongest support for his selection.
RADM Gallo’s persistent intellect, inspiration, leadership and devotion to the US Navy have earned him a unique and honored place within the annals of Anti-Submarine Warfare (ASW) arena and, in particular, the MPRA community. Leading from a senior position of strength, he inspired tactical and technical subordinates to achieve excellence in locating & tracking Soviet submarines during the Cold War. Even today, his tactical innovations remain valid, and are an integral and essential part of MPA history. Simply stated, RADM Gallo was the quintessential leader in the art & science of ASW -- both air and submarine.
During his distinguished career he had no peer when supporting MPA’s positive ASW contributions to upper echelons – he was frequently applauded by the CINC & Battle Group Commanders for his innovative employment of the MPA weapons systems.
Whether a complicated issue on MPA’s strategic employment or a simple personnel matter, RADM Gallo was and remains a catalyst for action and one that others look to, instinctively, for direction. With strong leadership qualities and a highly sophisticated understanding of MPA’s (ASW) multi-dimensional technologies, RADM Gallo has been a proactive & essential member of the Navy’s MPA ASW team.
Bottom Line: For many of us Junior Officers RADM Frank Gallo was a mentor who displayed impressive leadership qualities – we followed his direction with ease and confidence. As a result we achieved many ASW successes. RADM Gallo’s contributions to the MPA culture of excellence cannot be overstated – His legacy continues in the modern days of ASW, and he is most deserving to be the Maritime Patrol Association’s Hall of Honor awardee for 2018
Very Respectfully Submitted
Richard L. Norwood
Rear Admiral Frank Gallo is most deserving of selection to the MPA Hall of Honor. the outstanding
group of honorees will be further enriched by this addition.
This submission adds to the existing nomination for Rear Admiral Frank Gallo by providing additional
detailed information from Captain Rodgers and new endorsements from RADM Richard Kirkland,
Captain Richard Norwood, and Captain Ray Figueras:
Captain Richard Rodgers, USN (ret)
A Sustaining Beacon
Rear Admiral Frank Gallo (USN, ret) stands out as a beacon in the Maritime Patrol and Reconnaissance
Community (MPR) not for just one event but for a sustained series of achievements that improved all of
our lives. His contributions are unique in both quantity and significance. Every time MPR needed a hit,
Frank Gallo was at the plate and got a hit. In all the major improvements in equipment, warfighting
capability, and operational employment, Admiral Frank Gallo held a key role to ensure programmatic
implementation and operational success. From the early 1970’s to the mid 1990’s, arguably the
“Golden Age” of MPR mission growth and operational success, Admiral Gallo was more deeply involved
in key positions critical to community advancement than anyone else. The breadth, depth, and timing
of his achievements reflect confident leadership, relentless drive for growth in mission and capability,
and brilliance in employment of operational, staff, and fiscal resources. There is no other resume that
nourished MPR growth as much as Admiral Frank Gallo’s. Examples include:
• Acoustic Undersea Warfare (ASW). Admiral Gallo, in his Squadron Command tour from 1974 to
1976, led early operational employment of acoustic special project aircraft with stunning success
capturing high level attention to this new capability. These operational successes on station led to
program growth in special acoustic projects. Admiral Gallo was subsequently always in key positions at
Atlantic Fleet, CNO OP-05, Commander PatWing 11, and Commander PatWingsLant, and CTF-67
through the 1970’s and into the1990’s. In those positions, he won program growth support and fiscal
resource battles to ensure sustained excellence. He also during that period, placed his supreme
confidence in the equipment and the operational forces by ensuring sustained operational employment
generating 2 decades of enviable acoustic success. His career involvement led to MPR as a key
component in national strategic dominance in a critical domain of the Cold War.
• Sea Control (ASUW). The litany of involvement above repeats itself from the early 1980’s to the
late 1990’s in every detail of the evolution of tactical incorporation of the Harpoon weapons system,
supporting ESM sensor improvements, and incorporation of supporting ISAR technology and the
critical communication and data links. These developments expanded the role of MPR and enriched our
value in direct support and more integrated support Battle Groups.
• Modernization. Platform and equipment sustainment and modernization enjoyed success in MPR
in spite of stiff competition and constant resource raids largely because Admiral Gallo was at the
forefront of making sure the community earned and fought hard to garner resource allocations
supporting robust modernization He also led coordinated to ensure on station success kept MPR high
on the operational demand curve globally for Combatant Commanders. Admiral Gallo’s involvement in
the Pentagon and at CTF 67 did more to sustain this profile than anyone else.
In the rich history of MPR, the sustained contributions by Admiral Frank Gallo to community success
stand out as a bright gem that is larger and more brilliant. Much of what we enjoy today is the result of
Frank Gallo’s planting and sustained nourishment.
Captain, USN (ret)
RADM Richard G Kirkland, USN (ret)
Recommendation for RADM Frank Gallo as a 2018 Hall of Honor Selectee
In 1985 at a CincLant Senior Commanders conference the introduction of P-3 air-launch HARPOON
was a key topic of discussion. There were critical comments made regarding the potential of the
system to assume a major role in war-at-sea conflicts. RADM Frank Gallo, COMPATWINGSLANT,
forcefully defended the system and the MPA community’s ability to contribute in any conflict and
suggested a demonstration of the capability. ADM McDonald, CincLANT, concurred and asked for a
brief and execution of the test.
VP-5 was tasked with preparing the plan and in November, the plan was briefed to VADM Tuttle,
2ndFLT, and executed using the combined talents of the WINGSLANT community. Force Intel, radar
propagation models, integration of VPU, VP-24 and VP-5 assets were blended into an outstanding plan
and flawlessly executed.
RADM Gallo provided the most valuable leadership model that I have received. First, he believed in the
community and our ability to achieve success in any environment. Second, he gave broad guidance
and left the experts at every level to plan and execute the plan. Lastly, at every brief, Wing, Force,
2ndFLT, and in the final debrief to CincLANT in person, RADM Gallo wanted a team of the officers
and AWs who did the work to brief the program. In doing so, he let everyone, at every level in the Navy,
know of his confidence in our community, the talent that we fielded at every level, and the pride that he
had, from initial inception, in every member of the MPRA Force.
For this lesson in leadership, and bold advancement of our capability, he is richly deserving of
selection to the MPRA Hall of Honor.
Richard G Kirkland
I write in support of RADM Gallo’s nomination for the Maritime Patrol Associations Hall of Honor.
In the course of a naval career you observe many leaders, some stand out others are less memorable.
RADM Gallo’s leadership over a good portion of my career stands out. Others have noted a long list of
accomplishments over the span of his career. I would like to relate an event that I thought at the time
was an example of strong leadership and over the ensuing 32 years has grown in my estimation and
In the summer of 1985 three Victor class Soviet submarines approached the East Coast of the United
States in an event unprecedented in the annals of ASW. RADM Gallo was serving as Commander, Patrol
Wings Atlantic at the time. As you might expect this action drew immediate attention at the highest
levels of the Navy and above. The ready alert was launched from NAS Brunswick at first contract and
this prosecution continued for over five weeks as the three Soviet SSNs continued a close aboard
patrol down the East Coast. As the operation proceeded and the three subs continued further south
the intensity of interest up the chain-of-command naturally increased dramatically. The VP force of the
Atlantic led by RADM Gallo represented itself very well and was able to maintain contact with the
intruders and allay the concerns of Fleet, Naval and national leadership. Throughout the event RADM
Gallo’s leadership was steadfast and empowering, allowing the Wings and Squadrons to employ units
as they had trained without undo management from the top.
RADM Gallo’s leadership – train, empower, then trust – has stayed with me and many others involved in
that operation since. His sterling example and confidence in those he led has served me well
throughout a naval career and success in corporate America. For his leadership example to so many,
RADM Gallo is highly qualified and strongly recommended for inclusion in the Maritime Patrol
Associations Hall of Honor.
Ray Figueras, CAPT USN, Ret.
VP-8, NASB, CPW-5, Boeing P-8A
This letter offers my enthusiastic support for the nomination of Rear Admiral Frank Gallo, USN (ret) for selection to the Association’s Hall of Honor. I had the good fortune of serving in my final duty station with then CDR Gallo during his CO/XO tour at Patrol Squadron Twenty-Four (VP-24) from 1974 to 1976. I was attached to the squadron for nine years (1970 – 1979) and served as a P-3 Flight Engineer with alternate duties as NATOPS Flight Engineer Instructor /Evaluator, Alternate AIRLANT NATOPS Flight Engineer Instructor/Evaluator, Quality Assurance Division Chief, Maintenance Control Chief, and finally as Line Division Chief which included Line Handlers, Ground Support Equipment, and Flight Engineers; approximately 80 personnel. I retired from active duty on May 1, 1979 from Hangar 1000, NAS Jacksonville, Fl. Held Service Dress Blue inspection of the Squadron, Cdr. Graham Commanding, after 30 years, 6 months, and 26 days of continuous active duty.
Throughout my time serving with Admiral Gallo I found him to be a true leader of utmost integrity; a leader who positively impacted the lives of every Sailor within VP-24. He was a great role model, mentor and champion for our Navy and the VP community. His legacy no doubt will be the many Sailors he helped and inspired throughout his career, many who would go on to serve with great success.
As the C.O. he constantly promoted professionalism, high moral values, ethical conduct, and an unrelenting pursuit of excellence both on the ground and in the air. As a pilot he set a tone of strict professionalism in the cockpit, never compromising safety for expediency, and never failing to pass up a teachable moment when the occasion arose. As the result of his leadership efforts the talent in the VP-24 officer and enlisted ranks soared to unbelievable heights. No other squadrons, and there were 24 at the time, could match the talent that CDR Gallo inspired within his “Batmen” personnel. Our folks, especially in the Chief ranks, were in great demand when it came time to rotate to shore duty. No one was more effective at selling the professionalism and quality of our personnel than Skipper Gallo. Additionally, everyone who served with him benefitted from his superb mentorship and encouragement.
Of all those I served with during my 30 plus years of Naval service, none are more deserving to be inducted into the Maritime Patrol and Reconnaissance Association’s Hall of Honor than RADM Frank Gallo. If leadership matters, then I trust you will agree that his would be a most worthy selection. You would be hard pressed to find a better qualified candidate.
Robert L. Nansteel
ADCS (AC) USN Retired
I am writing to reaffirm my previous endorsement of the nomination of RADM Frank Gallo for selection into the Association's Hall of Honor class for 2018.
Others will detail his many specific accomplishments within the MPA ASW arena, but from my perspective, it was his leadership abilities coupled with a keen intellect and devotion to duty that singled him out as the leader among any field of overachievers.
RADM Gallo led from a position of strength, inspired from a position of know-how, and instilled integrity by example. As a Commanding Officer he was forever promoting professionalism in the conduct of one's duties both on the ground and in the air. To this end he worked tirelessly to ensure the necessary tools and resources were available to his Officers and Sailors in order that could not only succeed, but do so in innovative ways. Like himself, he molded his personnel to become forward-thinkers and as a result saw the creation of ASW "firsts" such as the establishment of Mobile OPCON C2 systems, early introduction of ISAR into the P3 fleet, along with ALR 66 ESM and SATCOM. In follow on critical and demanding assignments his work continued to positively influence the MPRF's ability to fight and win.
RADM Frank Gallo was and still is a mentor to many Navy and civilian personnel. With impressive leadership skills his guidance could always be counted on to be direct and sound. It amazes me to this day to realize the level of talent he molded in the wardroom of his very first command. No less than 12 officers who deployed with Skipper Gallo to NAS Sigonella in 1976 went on to become aviation squadron Commanding Officers. There is no doubt in my mind that each of these officers would attribute their success to the leadership of one man……..RADM Frank Gallo. And furthermore, they would all agree with me that he is most deserving to be the Maritime Patrol Association’s Hall of Honor awardee for 2018.
ADM Michael Holmes USN, (Ret)
I proudly lead the submission for the nomination to the Maritime Patrol Association (MPA) Hall of Honor of RADM S. Frank Gallo, USN (Ret). RADM Gallo embodies the requirements for submission to the Hall of Honor. Specifically, Admiral Gallo:
Has had a significant impact on the legacy of our community
Has demonstrated courage during operations and in leadership roles that reflect the ideal
Has had an impact on our legacy and is deserving of the award for the reasons outlined by the following endorsements to the nomination from:
ADM James B. Busey, USN (Ret)
VADM John R. Ryan, USN (Ret)
VADM Norbert Ryan, USN (Ret)
RADM Michael L. Holmes, USN (Ret)
CAPT Richard Rodgers, USN (Ret)
It is my belief that RADM Frank Gallo is more than deserving of this honor. I have known Admiral Gallo for decades, and have known him to be a forward-thinking leader. During the development of the Mobile OPCON Command and Control system, the man who provided the vision for the capabilities and utility as a system that could be transported by forces under CPWL control (2 P-3s); setup in short order (less than 12 hours) and provide capabilities like a COMM Center and Tactical Support Center (TSC) was Admiral Gallo. He always kept the faith and assisted with resources and guidance and support with the numerous Pentagon offices which project like this required. He was always respected by each and every group I had to deal with during this process.
CDR Kenneth D. Walker, USN (Ret)
Rear Admiral Frank Gallo has a superb record and rose to his final rank through a series of very challenging jobs in Naval Aviation. He built a superb record as a pilot, plane commander and leader in the Maritime Patrol community and he excelled in every position assigned. He flew the P2V Neptune and the P3 Orion during his Navy career and he headed up the Boeing red team for the P8 replacement aircraft that is now in service in the fleet.
Rear Admiral Gallo’s detailed record tells us that he served in all the key positions necessary for promotion in the Maritime Patrol community. He had several key assignments in his career that gave him the opportunity to prepare himself for the very senior positions he would be assigned to in the future. He was selected for Flag rank in a very competitive community.
As Vice Chief of Naval Operations I became aware of the reputation and performance of Rear Admiral Gallo. As Commander of U.S. Naval Forces in Europe I was pleased that he was assigned to the European Navy team as the Commander of Fleet Air Mediterranean, Maritime Air Forces Mediterranean and Maritime Surveillance and Reconnaissance Forces U.S. 6th Fleet headquartered in Naples, Italy. Rear Admiral Gallo and his partner JoAnne Gallo were a superb addition to the team in Italy. His operational abilities and his diplomatic skills were invaluable. It was also extremely helpful to have his skill in the Italian language available.
Rear Admiral Gallo was responsible for the well being of a large multi service community in the Naples, Italy area and his skill and ability as a manager and leader enabled him to excel in his role. He was also the leader in planning for the future of the U.S. Navy headquarters in Naples.
Rear Admiral Gallo left his touch on countless persons in the VP community where he was a mentor and a leader to be admired. His strong operational background and his engaging personality enabled him to excel professionally and personally. He will be long remembered in the aviation community he served so well.
In retirement Rear Admiral Gallo continued to excel as he was selected to be the National Executive Director of the Armed Forces YMCA. He served that organization for 16 years. His experience in leading men and women in the Navy stood him in a good position to lead this organization with the focus of service for junior enlisted military persons and their families.
Rear Admiral Gallo served his country with pride and dignity on active duty and in retirement. He is most deserving of being selected as a member of the Hall of Honor of the Maritime Patrol and Reconnaissance Force (MPRF) and I recommend him most highly for this honor.
ADM James B. Busey, USN (Ret)
Rear Admiral Frank Gallo served brilliantly for more than three decades as a Naval Officer and his outstanding record of accomplishments make him most deserving of being selected as a member of the Hall of Honor of the MPRF.
I had the privilege of serving with him for several years on the CPW-5 staff when he was the wing operations officer. As a result of that tour, I valued RADM Gallo as a mentor and someone to emulate and follow closely. Later in my career, I had the pleasure of commanding CTF67 in the Mediterranean several years after RADM Gallo’s tour in that role. During both of these assignments, like thousands of his shipmates, I benefitted greatly from his leadership example, operational expertise and brilliant foresight and planning.
He had enormous success in each of his critical command tours: Patrol Squadron Twenty-Four, Patrol Wing Eleven, Patrol Wings, U.S. Atlantic Fleet and as Fleet Air Mediterranean, Maritime Air Forces Mediterranean and Maritime Surveillance and Reconnaissance Forces, U.S. Sixth Fleet (CTF67). Rear Admiral Gallo’s cutting edge operating experience, superb strategic planning and intense focus on execution enabled each of these commands to accomplish their critical missions on a daily basis while also preparing for future success. To provide just one example of his skillset, while serving as CTF67 and Fleet Air Mediterranean, he not only led our MPRF to unprecedented and highly accomplished mission success in that critical AOR during the height of the Cold War, but also was key to the planning of the future Naval Command and Control facilities in Naples, Italy and the rest of the AOR. Several years later, when I assumed the role as commander CTF67 and Maritime Air Forces Mediterranean, because of RADM Gallo’s foresight and planning, our MPRF’s were able to execute sustained surveillance operations during the Bosnian conflict. Without this facility and others that RADM Gallo developed and modernized, we would not have been nearly as impactful as we were in that conflict or other vital operations. It was RADM Gallo’s vision for the future that helped make these operations successful.
RADM Gallo also had critical shore assignments where he was able to influence the most senior defense decision makers to insure the MPRF community received the financial and human capital resources necessary to accomplish our critical missions during the Cold War and beyond.
To cite just a few of these very demanding assignments where his work was key to our MPRF future. He was P-3 program coordinator on the staff of the CNO, Executive Assistant to the Deputy Chief of Naval Operations (Air Warfare) and Deputy Chief of Naval Personnel. In that later role, the MPRF benefitted greatly from his understanding that our greatest weapon system was our men and women. He flew the P-2V Neptune and the P-3 Orion throughout his career and then headed up the Boeing Red team for the P-8 replacement aircraft now in service in the fleet. In every role, RADM Gallo understood the vital role that both our weapon systems and our Navy men and women sailors played.
Throughout his career, Admiral Gallo was a true servant leader who impacted the lives of thousands throughout the MPRF community and beyond. He was a great role model, mentor and champion for our Navy and the MPRF whose greatest legacy is the men and women who he helped and inspired throughout his career to also serve our nation with great success.
After his retirement from active duty, Admiral Gallo continued to serve the nation and our military personnel and their families as Executive Director of the Armed Services YMCA (ASYMCA) for 16 years. As a Flag Officer on active duty during much of RADM Gallo’s time with the ASYMCA, I saw many times how impactful he and his organization were in assisting our junior enlisted personnel and their families all over the globe.
In summary, Rear Admiral Gallo’s extraordinary service has been critical to our community’s past, current and future success. I strongly recommend him for selection as a member of the Hall of Honor of the Maritime Patrol and Reconnaissance Force.
John R. Ryan, VADM USN (Ret)
Rear Admiral Frank Gallo’s truly remarkable career and exceptional record of accomplishment make him most deserving of being selected as a member of the Hall of Honor of the MPRF. In 1985 and 1986 I was privileged to serve as Admiral Gallo’s operations officer at Compatwingslant (CPWL) in Brunswick, Maine where I observed his outstanding leadership and operational acumen on a daily basis. Several of his personal traits stand out in my mind.
First, Admiral Gallo always emphasized that the MPRF’s most important weapons system was its personnel. He vigorously backed this belief up by constantly working to ensure our personnel received the best possible equipment and training to ensure morale, readiness and retention remained high. To ensure that we had the necessary resources Admiral Gallo initiated a very innovative, comprehensive and aggressive series of briefings to the entire chain of command to include Secnav, CNO, Cinclant, Cinclantflt, Cnal, C2F, etc. As a result of these professional sessions the chain of command was much more aware of our community’s needs and the importance of providing the necessary resources and flight hours. This allowed our Force to achieve unprecedented operational readiness and on station mission success against Russian Submarines during a critical time in the Cold War.
Second, as stated above, Admiral Gallo led CPWL during some of the most dangerous years of the Cold War so he constantly emphasized the importance of daily level readiness and did everything in his power to ensure the Force was prepared to include the following: (a) initiated a complete review and reevaluation of MPA’S War Plan. In this regard he expanded CPWL’s role in TCRP and BFIT War Games, initiated a partial Mobilization test of Machrihanish, Scotland’s facilities during Exercise Northern Wedding 86 and increased peacetime utilization of Machrihanish in order to identify base improvements which were necessary prior to Mobilization. (b) instituted a major program to upgrade the capability of ASWOCS to meet the increased C3 demands of modern warfare. (c) sponsored a strong program to justify the P-3 community’s requirement for self- defense systems and led the charge to improve MPA’s warfighting capability by introducing ALR 66 ESM, Satcom, and APS 137 ISAR to the Fleet ahead of schedule. (d) encouraged a wide-ranging series of operational and tactical initiatives to improve VP warfighting capabilities to include the most intense series of Harpoon attack exercises involving multiple platforms and a major review of exercise torpedo employment which resulted in the retention of a vital training program. Bottom line: Admiral Gallo was extremely hands on in a positive way to ensure the Force was as prepared as possible. He made it a point to fly with all the squadrons during their training and when he visited them on deployment to ensure he had a good understanding of their morale and needs.
Third, Admiral Gallo was a superb role model, mentor and champion for the entire Force. He constantly promoted the professionalism and talent in the Force to all other communities and as a result of his aggressive efforts, our personnel were in great demand for high quality dis-associated sea tours and all the key officer and enlisted leadership positions throughout the Navy. Many of our community leaders contributed to our superb reputation but no one was more effective at selling the professionalism and quality of our personnel than Admiral Gallo. Additionally, everyone who served with him benefitted from his superb mentorship and encouragement.
Admiral Gallo continued his unmatched leadership at CTF-67 and as Deputy Chief of Naval Personnel—two extraordinarily demanding assignments that he managed with tremendous skill and competence--prior to his retirement. He continued to serve the Nation and our military personnel and their Families as Executive Director of the Armed Services YMCA (ASYMCA) for 16 years. While he served in this position, I was privileged to serve on the Board of Directors of ASYMCA and can state that no one did more for our junior enlisted and their Families than Frank Gallo and the ASYMCA. In summary, I can think of no one who has done more for our community’s professional reputation and success while leading a life as a true servant leader than Rear Admiral Frank Gallo.
Sincerely, Norbert Ryan, VADM USN
I enthusiastically endorse CDR (ret) Kenneth D. Walker’s nomination of Rear Admiral Frank S. Gallo to be inducted into the Maritime Patrol Association’s Hall of Honor.
As a newly minted Patrol Plane Pilot I had the good fortune of checking into Patrol Squadron Twenty-Four while then CDR Gallo was serving as the XO. I arrived in May of 1975 and served under RADM Gallo for the remainder of his CO/XO tour, a period of approximately 18 months. It was under his leadership that I became qualified as a Patrol Plane Commander and Mission Commander. I’ve often joked of holding the record for the longest PPC check ride in the history of MPA; a check ride given by Skipper Gallo during a five day trip to NAS Rota, Spain where I was responsible for planning and executing all PPC/MC responsibilities. I learned more about the responsibilities of a PPC in those five days than I did the preceding 18 months leading up to that flight! I didn’t realize it back then, but over the years I became very much aware of how fortunate I was to have served in my first squadron assignment under a leader with such immense talents. RADM Gallo’s leadership set the cornerstone in my life for any successes I would realize in my Navy career.
RADM Gallo led with a straight forward, common sense style that ensured doing the right thing, at the right time, for the right reason. He commanded with respect, led with skill, and inspired with integrity, honesty and trust. He left no doubt as to where he stood on issues, and no questions of what was expected from those who served under his command. His leadership style was infectious, and instilled in me and many others a strong desire to develop similar skills as a leader.
He taught, by example, an uncompromising approach to leadership principled in the idea that strong leaders are consistent and predictable when exercising command authority. For over a half a century he successfully led with these principles, both in his many command tours in the Navy, and in civilian life while serving as National Executive Director of the Armed Services YMCA. He consistently demonstrated these traits in every leadership endeavor throughout his life, inspiring and encouraging others to give their absolute best in the performance of their duties. This is what great leaders do.
For a lifetime RADM Gallo has epitomized those ideal traits of leadership that prove successful in any walk of life. Clearly, he is most deserving of this honor.
RADM Michael L. Holmes, USN (Ret)
This letter offers enthusiastic support for the nomination of Rear Admiral Frank Gallo (USN, Ret) for selection to the Association’s Hall of Honor. It is likely that my career would have been substantially less successful without early and sustained guidance and example provided by RADM Gallo. Through the years, as I contemplated this man’s influence on my own life, I soon began to tally the impact he had on so many. The examples are suitable for a book. As one small example of his impact on just young Naval Officers, I offer the fact that from the officer contingent of the squadron commanded by Frank Gallo during one deployment (1976 Sigonella) later emerged at least 12 Squadron Commanding Officers, 2 Patrol Wing Commanders, 2 Fleet Replacement Squadron Commanding Officers, 3 Naval Air Station Commanding Officers, and 1 Rear Admiral. The rest of this letter offers further testimony to the tremendous contributions of this great man to Maritime Patrol Aviation, the United States Navy, and the Nation.
The man. Often, when you walk into a crowded room, there is one person who captures your attention as the person whose hand you need to shake. Often this is because the person exudes a level of energy, confidence, and enthusiasm that draws you in and you need to meet the source. That describes Frank Gallo. In every setting, he was at home and ready and his every action said, “Follow me.” And we all did. This wasn’t just the professional Frank Gallo; this was the real man. His strength of character and integrity of action carried through to his personal life at home, in his neighborhood, his church, and everywhere he went. He continued to serve and stay in contact with people long after the professional connection was complete. He mentored officers and enlisted personnel long through the duration of their careers, always urging them onward. He helped others as friends through every aspect of their lives. His personal commitment and friendship with Admiral Wesley McDonald was a treasure to both men and both families that gave many of us the leading example of how to be a friend and serve a friend. His public service in his community in Northern Virginia as the President of the Home Owners’ Association remains legendary. His career after the Navy with the Armed Services YMCA continued his active interest in and support of the welfare of service members and families. Kindness, dedication, excellence in service and insistence upon the highest standards and strong results were not just exemplary professional traits. To Frank Gallo, they were an avocation; a way of life. MPA is lucky that Frank Gallo found us. He did much to shape who we became and remain today. He is a “role model.”
The Naval Aviator. To Admiral Gallo, flying was not something you did for a job. It nourished his soul. He flew every time he could with everyone he could, often un-announced. He loved flying and he taught well and he learned every time he climbed in an airplane. He inspired thousands to do the same. As an aviator, he insisted on precision and active vigilance to mission. He improved the individual, crew, and unit performance of everyone with whom he flew. These inherent traits contributed to a legacy only highlighted here:
The superb aviation achievement within RADM Gallo’s units led to achievement acknowledged in later assignments of both officer and enlisted aviation personnel with high representation in FRS instructor assignments, high representation in further aviation leadership, and persistent career affiliation with broadened recognition of the entire MPA community by those who learned from him and followed his lead;
He pursued and insisted on tactical improvement in all phases of MPA warfare. His career involvement and leadership in all aspects of MPA on station performance led to heightened awareness and use of special acoustic equipment in perfecting anti-submarine warfare, in expanding the role of MPA in anti-surface warfare, and especially, along with RADM Bill Pendley, in MPA matching with Carrier Battle Groups and sustained support through deployed operations integrated with battle groups. He is a warrior.
During his time when he couldn’t fly, in Washington at the Pentagon with OP-05, he pursued and achieved program support, including funding, for new aircraft, improved systems, and improved weapons all leading to performance on station that were only dreams in the early days of MPA.
RADM Frank Gallo didn’t just fly. He conducted warfare in the air. When not flying, he made sure the rest of us got better and newer equipment that made all of us better air warriors and he insisted on its effective and safe use to make the MPA community the envy of Naval Aviation.
The Naval Leader. Beyond Naval Aviation, Frank Gallo loved the Navy; every part of the Navy; the whole Navy family; bottom to top; uniformed, family, parents, and friends. An injury or slight or illness to any was taken on by him as an injury to himself. It was beyond personal – it was affection for all who shared his avocation in life. It was as big as life itself. There was never any doubt where RADM Frank Gallo stood and where he led from. He stood beside you. He stepped out and said, “Come with me. We will do great things together.” Everyone who knows him knows that about him. If you need lists, we will hold a muster and it will not be sparse. It is no accident that he served as the Deputy to the Chief of Naval Personnel – people and leadership. It is no accident that he served with distinction at CINCLANTFLT and OP-05 – operational excellence and knowledge. It is no accident that he served as CTF -67. People all over the world will testify to his excellence in leadership and say, “I followed.” It is no accident that when I was ashore from my duties aboard USS Nimitz in Naples in 1979 (well before he was assigned to CTF-67) that an Italian gentleman on base asked what I did. I said I am the Assistant Navigator on Nimitz now, but normally in my career, I fly in P-3 aircraft. He chuckled and said, “Ah… you must know my friend Salvatore Frank Gallo.” I chuckled and said, “Indeed I do … he is undoubtedly why I am still here.” It is no accident that an aviation legend like Admiral Wesley McDonald kept Frank Gallo close to his side all the way to the end of his life.
Select him. Wherever Frank Gallo went, he left his mark and it was better for his touch. He served in a storied time. He served in the days of MPA growing from infancy to global asset. He led that evolution along with many other legends. His story will be preserved by all who walked alongside and heard him say, “Come with me.” His legacy is already engrained by those of us who have been lucky enough to pass it along in our time and custodianship. On the continuum of time of the Navy and the MPA community, he is a bright spot that will stay shining.
RADM Frank Gallo deserves recognition in the Maritime Patrol Association Hall of Honor more than anyone I can think of. I commend you to that action.
CAPT Dick Rodgers USN, (Ret)
Lieutenant Commander Louis Conter, USN (Ret)
Awardee Year: 2017
Person Nominating: PACOM/COMPACFLT
Born in Wisconsin, Louis Conter enlisted in the Navy in November 1939 and after training was assigned to the USS Arizona. He started as a Seanab 2/c and then five months later he was transferred to the "N" Division as a Quartermaster stricker. He received Quartermaster stricker 3/c in 1941. He applied for and was accepted for flight training but was still onboard the Arizona at Pearl Harbor on December 7, 1941. Louis Conter's most vivid memory of December 7, 1941 came at 8:05am when a bomb hit the ammunition magazine located between Turrets I & II. The blast knocked him to the deck. Other sailors were blown off the side of the ship and into the water.
"Guys started coming out of the fire and we would lay them down on the deck because we didn't want them jumping over the sides... When LCDR Fuqua said 'Abandon ship!' we went into the life boats and started picking men out of the water and fire... When the second attack hit, we fought from the water." He spent the next few weeks to helping put out fires and recovering the bodies of his shipmates. Although previously selected for flight training, his orders were lost with the ship and it took one month before he was sent to flight training earning his pilot wings in November 15, 1942.
He subsequently was sent to VP-11, a “Black Cat” Squadron flying wartime night bombing missions in black painted PBY Catalina seaplanes. He remembers, “We learned to attack the Japanese shipping at 1 AM, as we noticed that was when the ship was most quiet. We would drop our bombs and get out before they would put up much resistance. We would take off at 5:30 every evening and be out for 12-14 hours, return in the morning, eat, sleep on the beach and do it all over again.”
In September 1943, on one such mission an enemy round pierced his aircraft, causing flares to ignite and forcing the crew to land and abandon the aircraft without survival gear.
Conter ordered the crew to “Stay together, hold hands and kick slowly, cause there’ll be sharks around. If a shark comes too close, just hit in the nose with your fist as hard as you can.” The men helped one another, holding up anyone who weakened. Later that evening a squadron aircraft which had noticed the fire, dropped a liferaft and the crew was able to make it to the enemy shore on New Guinea. After hiding out for a day the entire crew was rescued by a PT boat and returned to action. Asked years later about the incident, Conter’s PPC Gordan Kennington stated, “I had survival training in the ocean. We had survival training on the job. And my co-pilot, Lou Conter, saved my life.” Conter was shot down a second time but was rescued and again immediately returned to duty.
Later that year, over a 3 night period, his crew rescued more than 219 Australian coast watchers from New Guinea, flying up the Sepik River, just off the water with 15 to 20 fleet of clearance on each side of the aircraft. Conter recounted, “The Japanese were only one mile away. It was one of the biggest rescues in World War II, but no one knew about it because everything about the coast watchers was top secret in those days.” He was subsequently awarded the Distinguished Flying Cross for valor.
Lieutenant Conter subsequently flew 29 combat missions in Korea and was promoted to Lieutenant Commander in February 1954. He worked until he retired in 1967, establishing the Survival, Evasion, Resistance and Escape (SERE) program for the military.
After first not being able to return to visit the USS Arizona because of the pain it held, he now attends Pearl Harbor day celebrations to honor his fallen shipmates. He currently resides in California.
Air Commodore Leonard Birchall, RCAF (Ret)
Awardee Year: 2017
Person Nominating: CAPT Dave Whitehead
Air Commodore Leonard Joseph Birchall, CM, OBE, DFC, O.Ont, CD (6 July 1915 -10 September 2004), \"The Saviour of Ceylon\", was a Royal Canadian Air Force (RCAF) officer who warned of a Japanese attack on the island of Ceylon (Sri Lanka) during the Second World War.
As the senior Allied officer in four Japanese prisoner of war camps, the resistance Birchall led decreased the Allied death rate from an average of 30% to less than 2%.
Air Commodore Leonard Joseph Birchall, CM, OBE, DFC, O.Ont, CD (6 July 1915 – 10 September 2004), "The Savior of Ceylon", was a Royal Canadian Air Force (RCAF) officer who warned of a Japanese attack on the island of Ceylon (Sri Lanka) during the Second World War.
After serving in the Royal Canadian Corps of Signals, Birchall joined the RCAF in 1937 to train as a pilot.
Second World War
At the outbreak of the Second World War in 1939, Flying Officer Birchall flew convoy and anti-submarine patrols from Nova Scotia flying with No. 5 Squadron. In early 1942, he joined 413 Squadron, then based in the Shetland Islands and flew patrols over the North Sea. After the Japanese successes in Southeast Asia, the squadron was sent to Ceylon to provide a reconnaissance force.
On 4 April 1942, only two days after arrival, Squadron Leader Birchall was flying a PBY Catalina flying boat that was patrolling the ocean to the south of Ceylon. Eight hours into the mission, as the plane was about to return to base, ships were spotted on the horizon. Investigation revealed a large Japanese fleet, including five aircraft carriers, heading for Ceylon, which at that time was the base for the Royal Navy's Eastern Fleet. Birchall's crew managed to send out a radio message, but the Catalina was soon shot down by six A6M2 Zero fighters from the carrier force. The Easter Sunday Raid went ahead despite Birchall’s signal, but the British fleet was able to withdraw to Addu Atoll.
Prisoner of war
Three of his crewmen were killed in the action and the others, including Birchall, spent the rest of the war as prisoners of war (POWs). For many captured soldiers, a trip to a Japanese camp meant death.
As the senior Allied officer in four Japanese prisoner of war camps, the resistance that Birchall led decreased the Allied death rate from an average of 30% to less than 2%. During his time in the POW camps, he repeatedly stood up to the Japanese and demanded fair treatment of the prisoners, in compliance with the Geneva Convention. In his first camp, he struck a Japanese soldier who was forcing a wounded Australian to work. This earned Birchall a severe beating and solitary confinement, but won him the respect of the other POWs. In 1944, Birchall encountered a situation in which sick men were being forced to work on the docks. He ordered all of the men to stop working until the sick were excused. Birchall was beaten and sent to a special discipline camp, where he again was beaten. He saved many ill soldiers by taking their beatings.
Birchall was liberated on 27 August 1945 by American troops. His wife Dorothy had not known whether he was dead or alive for two years. His diaries, written during his captivity and buried, formed the basis of a number of Allied wartime trials at which Birchall testified.
Birchall was born in St. Catharines, Ontario and graduated from St. Catharines Collegiate. He was always interested in flying, and worked odd jobs around St. Catharines to pay for flying lessons. In 1933 Birchall graduated from the Royal Military College of Canada in Kingston, Ontario, (student #2364).
In the immediate postwar years, Birchall served on the Canadian attaché staff in Washington, D.C., and later as a member of the Canadian NATO delegation in Paris. He later commanded a fighter base and was commandant of the Royal Military College of Canada from 1963 until his retirement from the Canadian Forces in 1967. He later served as honorary colonel of 400 Tactical Helicopter and Training Squadron and 413 Squadron in the Air Reserve.
From 1967 to 1982 Birchall was chief executive and administrative officer of the Faculty of Administrative Studies at York University, which awarded him the degree of Doctor of Laws honoris causa on the occasion of his retirement in 1982.
In the 1994 general election in Sri Lanka, Birchall was an official observer. Birchall died in Kingston, Ontario at the age of 89.
Writing after the war, Winston Churchill called Birchall the "Saviour of Ceylon" and said that if the British fleet had been defeated at Ceylon, then North Africa would have been lost to the Germans. Birchall was made an officer of the Order of the British Empire (OBE) in 1946, after his return to Canada for his work at prisoner of war camps. The citation, in part, read: "he continually displayed the utmost concern for the welfare of fellow prisoners with complete disregard for his own safety. His consistent gallantry and glowing devotion to his men were in keeping with the finest traditions of the service". Leonard Birchall was also awarded the Distinguished Flying Cross (DFC) for his part in detecting the attack on Ceylon and for alerting the Allies during that 1942 flight. The presentation was made on 29 April 1946 at the Embassy of Ceylon in Washington DC, USA. Mr. Hume Wrong, the Canadian Ambassador to the United States presented the OBE and the DFC to Leonard Birchall, in the presence of the Ambassador of Ceylon, Sir Claude Corea.
When citizens of his hometown, St. Catharines, Ontario heard Birchall was missing in action, students of Connaught school planted a memorial tree. The Len Birchall Memorial Circle is also in St. Catharines.
In 1950, U.S. President Harry Truman appointed Birchall an officer of the Legion of Merit, saying: "His exploits became legendary throughout Japan and brought renewed faith and strength to many hundreds of ill and disheartened prisoners."
In 2000, Birchall received the Order of Canada. In 2001, he was inducted into Canada's Aviation Hall of Fame. He was honorary colonel at the Royal Military College of Canada. Birchall was the only member of the Canadian military to have earned five clasps for his Canadian Forces Decoration (CD), representing 62 years of service with the air force. The only other person with five clasps was Queen Elizabeth the Queen Mother.
As a recipient of the 2001 Vimy Award, Birchall was recognized as a Canadian who made a significant and outstanding contribution to the defense and security of Canada and the preservation of Canada's democratic values. He was also honored for his years of service to the community, including building a facility in 1993 at a Kingston Girl Guide camp at his own cost.
The Leonard Birchall Sports pavilion at the Royal Military College of Canada, in the area of the Navy Bay sports fields, was constructed in his honor, from December 2008 to September 2009. The road leading to the terminal and hangars at Kingston's Norman Rogers Airport is named Len Birchall Way.
Birchall was honored in 2009 as one of the 100 most influential Canadians in aviation and had his name emblazoned directly behind the starboard roundel on the fuselage with the others on the 2009 CF-18 Centennial of Flight demonstration.
His widow Kathleen Birchall donated money to the Air Cadet League of Canada to set up a scholarship in his name. On 9 Oct 2011, 883 Air Commodore Leonard Birchall Squadron of the Royal Canadian Air Cadets based in Markham, Ontario was formed.
In 2011, Air Commodore Birchall's name was also added to the wall of honor at the Royal Military College of Canada.
Rear Admiral Byron "Jake" Tobin, USN (Ret)
Awardee Year: 2016
Person Nominating: CAPT Hugh Dawson, USN (Ret.)
I nominate Admiral Tobin on behalf of many of the men and women who have had the distinct honor of serving with him. Sincerely, Hugh Dawson, CAPT USN (Ret)
To those who have served with him, RADM Byron E. (Jake) Tobin, USN (Ret) has been known professionally and privately, in and out of the cockpit, within and outside the VP community, and in and out of uniform for his patriotism, mentoring skills, and unwavering commitment to excellence and leadership.
At the beginning of his flying career, RADM Tobin flew the last of the USN?s long line of seaplanes - the P-5M - before transitioning to P-3Bs. Within the VP community he served in our most prominent and influential leadership billets: Squadron CO (VP-49); Commander, Patrol Wing (Eleven); and Commander, Patrol Wings (Atlantic). His unique leadership skills were also recognized outside the VP community while serving as Commander, Mine Warfare Command; Commander Naval Forces, Japan; and as Commander, Naval Base Norfolk (at the time a 2-star command) ? the largest naval base in the world.
RADM Tobin was the right man at the right time during his VP-49 command tour and then especially during his CPW-11 stewardship. During this period, the Soviet Union deployed numerous strategic and tactical submarines throughout the Atlantic, Pacific and Mediterranean. Every year the number of patrols increased and the quality of the submarines and crews also improved. RADM Tobin took as a personal challenge the mission to improve his troops' ASW skills to surpass and maintain that edge over the evolving Soviet submarine force. Before TQL became the buzz, RADM Tobin lived the phrase 'continuous improvement'. This he did with good humor, but also with a direct, no nonsense approach. He and his counterpart at SUBRON FOUR, Commodore Bill Owens melded their ideas and staff efforts to create a force trained and ready at all times to coordinate plans and forces in undersea warfare. Long hours of hard work ashore, afloat, and in flight tested the theories and provided the results needed to publish, plan, and execute procedures for the staffs, ships, submarines, and aircrews operating as TASK FORCE SIERRA.
The year after establishment saw the Soviets flood the Atlantic Basin with ships and submarines in an attempt to overwhelm US antisubmarine forces. TASK FORCE SIERRA was tailored for this environment. Skillful operational planning and tactical execution achieved remarkable successes prosecuting an aggressive Soviet adversary. The innovations and force multiplier effect of the task force along with the rest of the Atlantic Fleet stymied the surge. Perhaps as testament to success is the fact that no effort of this size has been repeated in the following decades.
After his CPW-11 tour, RADM Tobin was selected to become a fellow in the CNO's Strategic Studies Group (SSG) in Newport. Each SSG during that time was composed of future leaders from the four major services ? often future Flag or General officers ? and tasked to study and report out on a specific highly classified joint global task. RADM Tobin used well the opportunity to interact with the other services and future Flag and General Officers ? key ingredients in his success in future tours as COMINEWARCOM and CONAVBASE Norfolk.
During his tour as COMPATWINGSLANT, RADM Tobin and the many MPA crews he molded and trained detected and tracked Soviet Union submarines throughout the world. Atlantic to Pacific, from the Arctic to Diego Garcia, against the best and most challenging submarines the adversary operated at the time - first diesel powered, then nuclear powered ? whether deployed on tactical, strategic, and special purpose missions, the MPA crews succeeded on station. Performance indicators developed to measure aircrew performance showed that his crews, given the opportunity for contact existed, were able to detect and track the adversary over 85% of the time. These Tobin-trained crews were forces that helped refine the "art of AS" and ultimately contributed to the winning of the Cold War.
The end of the Cold War was also seen in some circles as the opportunity to greatly reduce, or possibly eliminate, most of the MPA force since ASW no longer seemed the compelling problem it had been. The need to change focus of the MPA force from overwhelmingly ASW to other legacy but seldom-used MPA mission areas including overland surveillance, littoral warfare, and anti-surface ship operations became increasingly crucial during budget cuts and decommissioning forces. These missions were part of the standard operational capabilities associated in preceding generations of maritime patrol environments and aircraft. However, the skills required to perform those missions had nearly faded from the community. RADM Tobin was instrumental in changing the focus of the MPA force from overwhelmingly ASW to other traditional MPA mission areas such as overland surveillance, littoral warfare, and anti-surface ship operations ? missions performed by PB4Ys, PBYs and PBMs. Today, the acronym MPRA has replaced MPA to recognize this wider, though historically consistent, mission footprint.
RADM Tobin subscribed to the idea that to be outstanding in ASW was the prerequisite to be successful in other mission areas as well. It was always about mastering a challenging target in a complex environment ? whether the target be a submarine, ship, or even a vehicle, shore facility or narcotics runner today. One of his favorite expressions he'd use when some of his bright young charges wanted to try the next 'really great idea? was to say, "If you want a new idea, look in an old book." And of course, he'd say it with a smile.
During his command tour at Naval Base Norfolk, several shore commands reported to him. It was very much a time of change and transition, with Desert Shield/Storm and then the end of the Cold War and makeover of the U.S. Navy Shore Establishment. During Desert Shield/Storm, Naval Base Norfolk was responsible for all of the homecomings that occurred after hostilities/drawdown. RADM Tobin ensured every service member returning to Hampton Roads received a proper welcome/homecoming, no matter what time of day they returned or if they returned in force or singly. On more than one occasion ? in the middle of the night ? he led the welcoming of Desert Storm vets at the hangars of the Naval Air Station. RADM Tobin also would ride tugs going out to meet returning ships to give them a personal Bravo Zulu and Welcome Back!
When we say RADM Tobin is 'timeless', this is what we mean. For those of us who had the opportunity, it was a distinct pleasure and honor to have served with him. Rear Admiral Byron E. "Jake" Tobin displayed throughout his career in maritime patrol aviation the strategic thinking and action, tactical tenacity, and leadership qualities embodied in the hallmarks of the Maritime Patrol Aviation Hall of Honor.
As a fitting summary to a career dedicated to ensuring the maritime patrol aviation force was trained, ready, and successful, one must consider an exchange between Soviet General Sergei Ahkromeyev and Admiral William Crowe, Chairman of the Joint Chiefs of Staff circa 1986 that to locate his own submarines, the Soviet Union's Chief of the General Staff only needed to know where the U.S. Navy P-3s were flying.
Additional endorsement from George Haffey:
CAPT Dawson's nomination is certainly complete in the biographical narrative outlining RADM Tobin's extensive contributions to Maritime Patrol Aviation. I would simply underscore the fact that RADM Tobin epitomized Naval leadership in every sense of the word. In two full careers (both Naval and commercial aviation), I never came across another individual who came close to inspiring the officers and men under his command in the manner that he did. Trust, honesty, integrity, belief in your self and your squadron mates, professional performance, personal accountability and a sense of duty were the benchmarks that came naturally when serving with RADM Tobin ? not because he demanded them, but because he consistently demonstrated those same traits and inspired them in those around him. I know that I speak for countless other officers and men under his command in saying that I am very proud to have served in the US Navy and for our country under that type of leadership. There is no question that RADM Tobin is most deserving of this singular honor, and his selection is way overdue.
Captain Michael Lopez-Alegria, USN, (Ret)
Awardee Year: 2016
Person Nominating: William D. Squires
Michael E. Lopez-Alegria (Captain, USN, RET.)
NASA Astronaut (Former)
PERSONAL DATA: Born May 30, 1958, in Madrid, Spain, and grew up in Mission Viejo, California. Lopez-Alegria enjoys sports, traveling and cooking and is interested in national and international political, economics and security affairs.
EDUCATION: Graduated from Mission Viejo High School, Mission Viejo, California, 1976; received a Bachelor of Science in systems engineering from the U.S. Naval Academy, 1980; Master of Science in aeronautical engineering from the U.S. Naval Postgraduate School, 1988. Graduate of Harvard University?s Kennedy School of Government Program for Senior Executives in national and international security. Speaks Spanish, French and Russian.
EXPERIENCE: Following flight training and designation as a Naval Aviator in 1981, Lopez-Alegria served as a flight instructor and then as a pilot and mission commander of EP-3E aircraft. In 1986, he was assigned to a 2-year cooperative program between the Naval Postgraduate School in Monterey, California, and the U.S. Naval Test Pilot School in Patuxent River, Maryland. His final tour before being assigned to NASA was at the Naval Air Test Center as an engineering test pilot and program manager. He has accumulated more than 5,700 pilot hours in over 30 different aircraft types.
NASA EXPERIENCE: Lopez-Alegria reported for training to the Johnson Space Center (JSC) in August 1992. Following a year of training and designation as an astronaut, he was first assigned to be the Astronaut Office technical point of contact to various space shuttle project elements. Lopez-Alegria was then assigned to Kennedy Space Center (KSC), where he provided crew representation on orbiter processing issues and support during launches and landings. Following his first spaceflight, he served as NASA Director of Operations at the Yuri Gagarin Cosmonaut Training Center in Star City, Russia. After his second mission, he led the International Space Station (ISS) Operations branch of the Astronaut Office. Following his third spaceflight, he was assigned as the technical liaison to JSC?s Extravehicular Activity (EVA) Office. A veteran of four space flights, Lopez-Alegria has logged more than 257 days in space and performed 10 spacewalks totaling 67 hours and 40 minutes of EVA. He retired from the Navy in June 2008, left NASA in March 2012, then joined the Commercial Spaceflight Federation as its president. In October 2014 Lopez-Alegria became an independent consultant; he is based in Washington, D.C.
SPACE FLIGHT EXPERIENCE: Mission Specialist (MS)-2, STS-73 Columbia (October 20 to November 5, 1995). The second United States Microgravity Laboratory mission focused on materials science, biotechnology, combustion science, the physics of fluids and numerous other scientific experiments housed in the pressurized Spacelab module. Lopez-Alegria served as the flight engineer during the ascent and entry phases of flight and was responsible for all operations of the ?blue? shift on orbit.
MS-4, STS-92 Discovery (October 11 to October 24, 2000). After docking to the then unmanned ISS, the seven-member crew attached the Z1 Truss and Pressurized Mating Adapter 3, using Discovery?s robotic arm, and performed four spacewalks to configure these elements. Lopez-Alegria accumulated 14 hours and 3 minutes of EVA time in two of the spacewalks.
MS-1, STS-113 Endeavour (November 23 to December 7, 2002). The primary mission objective was delivery of the Expedition 6 crew to the ISS and the return of the Expedition 5 crew to Earth. Additionally, the four-member crew delivered, installed and activated the P1 Truss and its external thermal control system and transferred cargo from Endeavour to the ISS. Lopez-Alegria performed three spacewalks totaling 19 hours and 55 minutes.
Commander, ISS Expedition 14 (September 18, 2006 to April 21, 2007). After the launch of Soyuz TMA-9 from Baikonur Cosmodrome, Kazakhstan, and rendezvous, approach and docking with the ISS 2 days later, the three- member international crew conducted a 7-month mission to operate, maintain, build and utilize the station and its science facilities. Highlights included the arrival and departure of two unmanned Progress-M cargo vehicles, an 8-day joint mission with the STS-116 crew aboard the visiting space shuttle Discovery, five spacewalks dedicated to assembly and maintenance of the station and nearly 500 hours of science operations. The mission ended with TMA-9 undocking from the ISS and landing on the Kazakh steppe.
Master Chief John Rosa, USN (Ret)
Awardee Year: 2016
Person Nominating: CAPT Jim Robinson, USN
Master Chief John Rosa was born in Massachusetts on March 20th, 1922 and enlisted in the Navy Jan 20th, 1941 initially serving as Flight Engineer in PBY aircraft (consolidated, he flew in several variants to include the PBY-5 and 5A) -initial tour was with VP-42 . In February 1943, the Navy redesignated VP-42 as Bombing Squadron ONE THIRTY FIVE (VB-135) at Whidbey Island, Washington. Nicknamed the "Blind Fox" squadron reflecting the squadron's method of flying “blind” through heavy weather, the squadron altered the patch to depict a fox riding a flying gas tank. In this classic patch, the blindfolded fox carried a bomb underneath one arm and with the opposite hand held a cane to assist in navigating through the clouds. VB-135 is the modern day VP-5 (Blind Foxes) - John Rosa is a plank owner with VP-5 (and recognized within the squadron today). (The "Blind Foxes" got their nickname by ignoring enemy fire and extreme weather, the squadron aviators typically approached the target area shrouded in clouds, executed a diving descent to release ordnance below the cloud deck, then raced back above the layer to escape ground fire.) Operating from the Aleutian Island Amchitka, VB-135 flew 160 missions against the enemy, helping to hasten the Japanese abandonment of the island and obviate the need for a costly amphibious assault - John Rosa and crew flew 37 of the 160 missions during extreme weather, poor visibility and under enemy fire. In 1944, the squadron shifted to Attu Island to support photo-reconnaissance efforts aimed at unveiling Japanese activity in the Kurile Islands - during his fifth mission, John's PBY took enemy fire and sustained substantial damaged to the point the crew was forced to ditch in the Bearing sea. The crew (6 personnel) was recovered by a Russian Auxiliary and subsequently processed and placed in a detainment (prison)camp in Russia - his captors, Russian. John was detained with numerous others that had been thought lost at sea, missing in action or killed in action - he spent the remainder on WWII as what later will be classified as a POW. In 1984, upon declassification of state department (and other) documents, John's detainment was officially classified as a POW and was subsequently recognized in retirement (including quite a bit of back pay, combat related disabilities rating, and more).
Post WWII, John served on both coast and saw action during the Korean War and Vietnam Conflict while serving on 6 carriers (USS RANGER (CV-4), USS RANDOLF (CV-15), USS BOXER (CV-21), USS MONTEREY (CV-26), USS ANTIETAM (CV-36) and USS TARAWA (CV-40) primarily as a maintenance supervisor and deck handler, while maintaining his flight qualification in various type and models of carrier aviation propeller aircraft. John shore tours include instructor duty at NAS Jacksonville and the FIRST CMC of NAS, Cecil Field.
John retired in February 1972 where he went to college and earned a Bachelor of Science in Business.
In January 2016, he and his wife will celebrate their 70th wedding anniversary; in March, John will celebrate his 94th birthday.
John and Liz live in Jacksonville and have 4 children, 7 grandchildren and 5 great- grandchildren.
John's son -LTG (ret.) John Rosa Jr. is the president of the Citadel.
Captain Vince Anania, USN (Ret)
Awardee Year: 2015
Person Nominating: LCDR Nicholas Woodworth and CAPT A.J. Gallardo, USN (Ret.)
Captain Anania was born in 1920 in Marianna, Penn., the first in his family to be born in the United States. After attending the University of Pittsburgh, he enrolled in the United States Naval Academy. Captain Vince Anania graduated from the United States Naval Academy with the class of 1945 which graduated one year early in 1944. His first assignment was on the USS Quincy where he served as a member of the crew transporting President Roosevelt to the Yalta Conference in Feb 1945.
After serving in the war, he returned to the United States to attend flight school in Florida, where he met Elizabeth Thweatt, whom he later married. (They had three children: Elizabeth Anania (who later married Vice Presidential Nominee John Edwards), Nancy Thweatt Anania and a son, Vincent Joseph Anania, Jr.)
Captain Anania's service in the Navy was marked by heroism, particularly in one dramatic day in June 1959 while on duty conducting surveillance off the coast of North Korea. Flying a VQ-1 P4M-1Q on 16 June 1959 at 7000 feet on a routine recce flight in international waters over the Sea of Japan off the North Korean coast, his Mercator was attacked without warning by two North Korean MIG fighters with 20 mm cannon fire, which immediately resulted in one crewmember suffering more than 40 shrapnel wounds. LCDR Anania dove for the deck in an attempt to escape and by the time the Mercator reached 50 feet above the Sea of Japan the P4M's starboard reciprocating and jet engines were inoperative, the rudder controls were shot away and the aircraft had extensive damage to the fuselage and wings. LCDR Anania, a former All-American football player at the Academy, used his strength to keep the crippled plane airborne for over 300 miles safely landing at Miho Air Base, Japan. For his heroism and extraordinary flying ability he was awarded the Distinguished Flying Cross, the highest medal that a pilot can be awarded outside of wartime. He also received a Bronze Star for his service in the Korean War.
Subsequent to the mission described above he was assigned to the Naval Academy as head of the Spanish Department and officer representative for the football team. He transitioned to jet aircraft and was assigned as CO of VU-5 in Atsugi Japan flying the F-8A in 1963. He later served in Viet Nam, attended both the Armed Forces Staff College and National War College, was assigned to the Bureau of Naval Personnel, and served as the US Naval Attaché to NATO. Captain Anania retired in 1974 as the Professor of Naval Science at the NROTC Unit, University of Chapel Hill.
Back in the United States, CAPT Anania and the family lived in Alexandria, Va., and later North Carolina, where he served as commanding officer of the Naval Reserve Officer Training Corps at the University of North Carolina.
In 1980, Mr. Anania suffered a major stroke. But for the next 18 years, Mrs. Edwards said in the statement, "he happily saw the birth of four more grandchildren and two great-children, the marriage of two grandchildren, the nomination of his son-in-law as the Democratic nominee for vice president and two national basketball championships for the Tar Heels."
Captain Vincent J Anania is buried at Arlington National Cemetery. He died at the age of 87.
(A.J. Gallardo) My wife, Cathleen Gallardo, was one of "Uncle Vince's" nieces, which afforded me the opportunity to know, admire and respect this outstanding naval officer. Based on the above action and his stellar 30 year Naval Career I am pleased and honored to nominate Captain Vince Anania for induction into the Maritime Patrol and Reconnaissance Hall of Honor.
Commander Kenneth D. Walker, USN, (Ret)
Awardee Year: 2015
Person Nominating: Captain Richard (Dick) Norwood, USN (Ret) (Contributors: RADM Frank Gallo, USN (Ret), RADM Jake Tobin, USN (Ret))
Spanning a sterling twenty-seven year Naval career, Commander Kenneth D. Walker is an intelligent, hard-working leader dedicated to achieving excellence in the Anti-Submarine Warfare (ASW) arena. His unique ability to process technical data into tactical applications resulted in unprecedented improvements and success with the locating and tracking of Soviet submarines during the Cold War. Through innovations and numerous achievements with Special Projects, Commander Walker richly deserves selection as the Maritime Patrol Association's Hall of Honor recipient for 2015. He is the quintessential leader in the art and science of ASW – both for air and submarine. Whether it is a simple administrative issue or a complicated project, CDR Walker is a catalyst for action and one that others look to, instinctively, for direction. He remains an integral and essential part of Maritime Patrol Aircraft (MPA) history, since many of his tactical innovations remain valid today. It should also be noted that most of CDR Walker's innovative work in the technical & tactical aspects of ASW are highly classified and consequently, cannot be documented in this submission.
CDR Walker's persistent intellect, foresight, inspiration, leadership and devotion to the US Navy have earned him a unique and honored place within the annals of Anti-Submarine Warfare and the MPA community. His legacy continues in the modern days of ASW and, he is most deserving to be the Maritime Patrol Association's Hall of Honor awardee for 2015.
Continuing with a Navy family tradition, CDR Walker enlisted as an Airman in 1966, training as an Acoustic Operator. Rapidly moving up in rate, he advanced to AW1 by 1971 while assigned to CPW-11 TSC, Jacksonville, Florida. Realizing strong leadership potential, he served in key positions such as Watch Supervisor, Brief/Debrief Officer and Staff Duty Officer. Intelligent and innovative, he became interested in Research and Development (R&D) for Air ASW, preparing numerous training documents for Acoustic Operators. By request, a number of these classified documents were submitted to the Chief of Naval Operations (CNO) for additional distribution, resulting in enhanced training tools for students. Topics such as Submarine Target Characteristics and Acoustic Propagation Loss Models significantly improved tactical solutions. Through his persistent intellect, AW1 Walker applied these findings to acoustic training modules for enlisted operator training at the Fleet Training Groups in order to implement sophisticated courses on environmental issues associated with the ASW mission and acoustic system optimization. For his devotion to duty, he was awarded the Navy Achievement Medal and 1974 Shore Sailor of the Year. Not happy with status-quo during this time, AWI Walker earned a Bachelor of Arts Degree in Political Science from the University of North Florida, graduating with Honors.
Encouraged and recommended by senior leaders, AW1 Walker reported to Aviation Officer Candidate School in Pensacola, Florida. Upon successfully completing flight training, Ensign Walker reported to VP-24 where he rapidly earned designations as Navigator, Tactical Coordinator, Mission Commander and Instructor TACCO. He served as Acoustics Officer and Tactics Officer, becoming the Tactical Officer for CNO Project K-416 (BEARTRAP), receiving two Navy Commendations. In 1979 he reported to Patrol Wing ELEVEN (CPW-11) as the Acoustics Officer, Project Officer for BEARTRAP and other classified Special Projects. Due to his outstanding performance in these billets, he was promoted to Lieutenant Commander (LCDR) and assigned to a special position as the Advanced ASW Systems Officer and Atlantic Fleet Coordinator of Project BEARTRAP for CNO, CINCLANTFLT, COMPATWINGSLANT and COMPATWING ELEVEN. Serving in this capacity for eleven years, his innovations in numerous classified projects cannot be overstated.
CDR Walker's performance in the Special Projects arena resulted in his early selection to Commander and identified him as key contributor to the technological advances of future ASW. Consequently, in 1990 he was personally recruited to serve in the Pentagon on the staff of Deputy Assistant Secretary of Navy (DASN) for ASW. In 1994 CDR Walker transitioned to a challenging civilian career completing an outstanding Naval career of 27 years --- leaving a legacy of ASW excellence that is highly respected by senior tactical planners and ASW crewmembers today.
SUMMARY OF ACHIEVEMENTS
CDR Walker's expertise and total commitment to excellence earned the respect of the MPA community, the Department of Defense, and played a major role in America's success throughout the Cold War. His intimate technical knowledge of the Soviet submarine fleet allowed him to pursue programs that significantly pushed the envelope and evolved into MPA as well as SSN tactics. Again, it is important to note that a majority of his achievements are highly classified and cannot be detailed in this document.
The Navy's MPA community played an integral part in America's ultimate success throughout the Cold War. The ability to transition to new aircraft, employ new sensor and weapon systems, and adapt to more sophisticated tactical employment strategies was critical to achieving that milestone. In the early 1960s, success was achieved by the aircrew that happened upon an enemy submarine and maintained track. Success rates were minimal at best. By the late 1970s and throughout the 1980s, P-3 aircraft essentially dominated the ocean mission environment and ensured ASW effectiveness. Supported and frequently led by CDR Walker, the MPA community learned a great deal through disciplined post-event analysis as well as operational tests and evaluation practices, and an insistence on developing standard operating procedures. The coordinated tactical systems and employment strategies produced impressive records of success during this timeframe. CDR Walker's unique technical knowledge and diligent efforts have been instrumental to the advancement of ASW sensor capability and post-event analysis resulting in these unparalleled successes. A multi-facetted leader, CDR Walker was tasked with developing and fielding of the Mobile Operation Control Center (MOCC) in response to senior concerns that MPA detachments lost support capability when operating from remote sites. A mini and rapid-deployable Operational Control Center (OCC) was needed in order to enhance communications and brief/debrief support at forward operating bases (FOB). The MOCC was designed for carry onboard two P-3 aircraft without affecting the operational capability of those aircraft upon arrival, and be operational within 2 to 3 hours of arriving at the FOB. CDR Walker's concept offered its own independent and redundant power system, incorporating two portable generators configured to be carried in the bomb bay. Technically astute, he personally designed and constructed the power panel for the system. Other innovations include a satellite system that used portable antennae components capable of fleet link system incorporation. The acoustic analysis system was mounted on specially designed PVC piping which could be assembled in minutes. The MOCC also incorporated visual briefing systems and could duplicate the basic systems of a full blown ASW OCC. CDR Walker's team produced the first MOCC in record time (6 months) with zero discrepancies. Of note, the system was designed and developed using off-the-shelf components, eliminating the requirement for excessive development and test costs. The first system cost were approximately $1 Million, a significant cost savings considering estimates by Commercial Contractors exceeded &10 Million. Two MOCC's were built to enhance rapid tactical employment of MPA platforms on the East and West Coasts. The MOCC is simply another example of CDR Walker's ingenuity, attention to detail and can-do spirit that enhanced the operational capability of the entire Air ASW force.
As a key member of the Deputy Assistant Secretary of the Navy (DASN) for ASW Staff, CDR Walker was asked to analyze complex technologies, explain tactical implications and define future system requirements to Officer and Sensor Technicians, Senior Civilians, Navy Laboratory Scientists, University Professors and Government Acquisition Professionals. It was essential that this wide ranging team of ASW professionals understood the critical elements of sensor effectiveness, tactical employment and Command and Control technologies as they would apply going into the 21st century. In this capacity, CDR Walker richly deserves the title of "ASW Scientist" that was given to him as he interacted with this distinguished group of warfighting professionals.
SENIOR LEVEL RECOGNITION AND SUPPORT
The MOCCs contribution to P-3 worldwide ASW operations was recognized by the President of the United States in awarding the Meritorious Service Medal, specifically citing the critical nature of CDR Walker's "distinctive contribution, brilliant management, and impressive devotion to duty" in sophisticated mission planning and data collection/processing throughout the world.v
CDR Walker has received numerous accolades from Navy Flag Officers in the MPA community as well as Surface, Subsurface and Air ASW communities for his contribution to ASW excellence. To list a few:
RADM Dan Wolkensdorfer, Patrol Wings, Pacific cited CDR Walker's 1986 ASW Master Warfighting Strategy Study. Later, as Deputy Assistant Secretary of the Navy for ASW, RADMl Wolkensdorfer often remarked on CDR Walker's unique talents and significant service to the DASN Staff. Rear Admiral Wes Jordan, Director OPNAV Division noted CDR Walker's dedicated and intellectual collaboration associated with producing the U.S Navy's 1991 ASW Master Plan. Both officers cited the valuable insight CDR Walker's work gave them in guiding the Navy's ASW programs into the 21st century.
Both RADM Frank Gallo and RADM Jake Tobin, standout leaders in the Air ASW arena, awarded CDR Walker numerous citations for his contributions to MPA tactical systems employment and post event analysis during Navy exercises as well as real-world scenarios. Admiral Gallo notes, "CDR Walker never saw any task as too difficult and could always be counted on to deliver". RADM R.D. Johnson, Naval Air Forces - Atlantic, cited CDR Walker's competence, diligence and commitment in working with the Norwegian ASW forces during the Cold War as an inspiration to fellow Navy Officers as well as the Norwegian hosts. RADM Fitzgerald OPNAV Director, Surface Community noted CDR Walker's unique organizational management skills in Special Projects, creating cross community briefings that incorporated Surface ASW interests and ensured the requisite tactical understanding.
RADM Gallo Comments: I worked with Ken Walker for over 10 years through squadron tours, numbered Wing tours, Commander Patrol Wings Atlantic and COMFAIRMED. I had the good fortune to be significantly involved in his work starting with his time as an enlisted man through his well-deserved commissioning. His work leading the Special Projects office in Jacksonville had far-reaching effects which the classification of this input do not allow me to detail and suffice it to say that his work advanced our knowledge of the tactics, acoustic profiles and operating areas of the Soviet submarine fleet. He was called upon by name on numerous occasions by the Chief of Staff at CINCLANTFLT during the period 1985-1988 for very special, high interest projects. His intimate technical knowledge of the details of the Soviet submarine fleet allowed him to pursue programs that significantly pushed the envelope and evolved into MPA and SSN tactics. As an example of the kind of work that Ken Walker routinely delivered, I personally gave him the task of fielding the first Mobile Operations Control Center (MOCC). He performed the task without flaw, providing much-needed capability for fleet ASW operations.
RADM Tobin Comments: In the early 60s as we transitioned to new aircraft and new systems we had much to learn. The crew that stumbled across a submarine at that time was guaranteed enshrinement in the ASW Hall of fame for at least 6 months because it would be at least that long before another crew found one. But we learned while doing: understanding new systems-- coming to grips with new technology – learning the cause of every accident and developing standard operating procedures so that they never happened again – and in like manner studying every operational flight and learning from every mistake or failure so that we never failed to connect again. By the late 1970's we were on top all the time, and working more closely with our shipmates in helicopters, surface ships, and submarines to get the job done. I think the greatest compliment ever paid to our collective effort occurred at the end of the Cold War, when General Sergei F. Akhromeyev said to Admiral Crowe, "When I want to know where my submarines are, I look to see where your P3s are". We owe much of that success to CDR Ken Walker and his Team.
The contributions of CDR Walker to the MPA culture of excellence cannot be overstated. His strength and intelligence in creating test and analysis procedures ensured new sensors for support to increasingly complex mission requirements as well as the critical post-mission feedback to operational commands. His work in BEARTRAP and Special Projects was the source of great frustration to the Soviet Submarine Fleet. As noted above by RADM Tobin, it is widely acknowledged that the greatest compliment ever paid to ASW's collective effort came at the end of the Cold War, when Soviet General Sergei F. Akhromeyev remarked to Admiral Crowe, "When I want to know where my submarines are, I look to see where your P-3s are." CDR Walker played a significant role in that outcome.
A lifelong career of "playing to his strength" with a unique and highly sophisticated understanding of the multi-dimensional technologies underlying acoustic sensors, tactical employment, signal analysis, and communications systems, made CDR Walker a most valued and essential member of the Navy's MPA ASW Team. As stated by RADM Gallo, and echoed by many MPA seniors and juniors alike, "I can think of no other officer or enlisted who is more deserving of selection to the Maritime Patrol Association's Hall of Honor."
VADM Jerry Tuttle's support of Commander Ken Walker's Selection
I enthusiastically do so and am honored and humbled to be asked. I recommend Ken for induction into the MPA's Hall of Honor in the strongest possible terms. I will focus on three major accomplishments.
The VP community was and remains populated by sublimely capable officers. Ken launched his wonderful career as enlisted and brilliantly and adroitly negotiated the labyrinth of success becoming an expert in the science of Anti-Submarine Warfare and accomplished VP Mission Commander.
On the 1981 deployment, numerous capabilities of his were brought together to keep constant location of all the Soviet submarines deployed in the North Atlantic. Graduation was a 1,000-mile track and simulated attack on a Papa. Clearly, Ken's Mobile Opcon Center played a major role. These processes and procedures were continuously monitored on 8 Soviet subs off our East Coast. We broke their water management scheme!
I could not land on the East Coast without Ken being there to demonstrate the operation and contributions of his latest creation. The eraser on his pencil served only as a ballast. To fail to recognize Ken's myriad contributions, especially to the MPA Community, would be a colossal mistake.
VADM Jerry O. Tuttle (ret.)
President and CEO
J. O. T. Enterprises, LLC
Squadron Leader Terrence Bulloch DSO* DFC* MiD, RAFN
Awardee Year: 2015
Person Nominating: Sqn Ldr Andy Bull, Safety Officer, VP-30
Squadron Leader Terry Bulloch remains the most decorated anti-U-boat ace in Royal Air Force Coastal Command. He accounted for 4 U-boats destroyed, 3 damaged and many others attacked. This tally made him the highest scoring anti-submarine pilot during the Battle of the Atlantic. With his remarkable eyesight, which enabled him to pick out a U-boat while others saw merely a swirl of water, he quickly gained the nickname "Hawkeye".
He started flying coastal operations with 206 Sqn flying first the Avro Anson and then the Lockheed Hudson. In October 1940 he was awarded the DFC at the end of his tour on 206 Sqn for success in bombing Axis shipping. During a rest tour he became a transatlantic ferry pilot for the very first of the B-17 Flying Fortresses delivered from the USA to RAF Bomber Command. On the arrival into theatre of the B-24 Liberator in 1941 he was posted to 120 Squadron at RAF Aldergrove, Northern Ireland, from where he operated anti-submarine missions against the growing U-boat menace. In 1942, U-boat operations were threatening the success of the war, operating in the relative safety of the mid-Atlantic gap or, as the Germans called it, the ?happy hunting grounds.? Terry was put in charge of a detachment of 120 Sqn to Reyjkavik, Iceland in order to ?close the gap?.
He was awarded a bar to his DFC for sinking U-597 on 12th October 1942. On the 8th of December 1942 he launched on a long range mission in support of Convoy HX217 (Halifax to Liverpool). He quickly located the convoy and began a search to the rear of the formation; an area he felt was the most likely position for a submarine ?in the trail?. True to form, despite a hail storm, at 1130 Terry sighted a submarine on the surface travelling at high speed and closing on the convoy. A swift and accurate attack followed and U-254 was destroyed. Barely had the crew sorted themselves out after the attack when Terry sighted 2 U-boats travelling together on the surface. At 1245 he attacked one with his remaining 2 depth charges, an accurate attack indicated damage but not a kill. While enjoying a meal including, for the British, the rarity of steak, Terry sighted number 4. Following a flurry of plates and half eaten meals the aircraft rolled in to attack. All depth charges having been dropped, this attack would be executed using 4 x 20mm cannons. While not sub killers the cannons would force the U-boat to dive reducing his speed from 17 kts to around 4kts ? making an interception of the convoy less likely. During the mission Terry sighted 8 U-boats, attacked seven with one kill and one damaged. On 1 Dec 1942 he was awarded the DSO for sinking U597 and U132 and just 9 days later on 10 Dec 1942 a Bar to his DSO (announced 10 Jan 1943) for sinking U-254.
He also successfully attacked and sank U514 (a Type IX, large ocean going submarine) on 8 July 1943 using a combination of 12 Rocket Projectiles (60lb), one Mk 24 mine (actually a Mk 28 homing torpedo) and depth charges. The torpedo attack was post submerge and was a very early use of the ?new? homing torpedo.
Terry was also involved in 3 air to air combats. One with a FW200 and 2 with Heinkel 115s seaplanes. On 28 Aug 1940 he bounced a He115 off the Dutch coast and forced it down onto the water. The Heinkel?s gunner was killed and the aircraft damaged but he had to return to his prime bombing mission. On 6 Sep 1940 he engaged a further He115 85 miles NE of Cromer. He silenced the gunner and damaged both engines forcing the aircraft onto the sea. Further attacks with 250lb bombs created additional damage and Terry left the scene with the damaged Heinkel listing badly to starboard. The FW200 episode on 22 Oct 1942 was inconclusive, the aircraft sighted each other in and out of cloud but Terry did not get a clear shot. On landing he discovered a damaged exhaust and a cannon hole in one propeller blade but it had no effect on the flying properties of the Liberator!
Following his tour on 120 Sqn, Sqn Ldr Bulloch spent the following years flight testing Liberators employing 60lb rocket projectiles, new forms of radar and the highly sensitive Mk 24 Mine (actually a homing torpedo). He finished the war with 4,568 operational flying hours to his credit and went on to fly commercially with BOAC/BA during which time he crossed the Atlantic Ocean 1113 times, at one point he held the record for the fastest transatlantic flight.
Rear Admiral Paul J. Mulloy, USN (Ret)
Awardee Year: 2014
Person Nominating: Rick Magalis
From 1981 until 1983, I had the special opportunity to work for Admiral Mulloy while I served as Safety/NATOPS for Commander Patrol Wings Atlantic (COMPATWINGSLANT). I grew to know the Admiral as one who had a very real concern that his Force operate in the safest way possible while maintaining the highest level of combat readiness. He really believed in the concept of "Maritime Patrol Attack" and he made sure that the rest of Naval Aviation came to know and believe in the idea as well. He believed in the work hard and play hard approach to leadership. It was in large part that attitude and his reintroduction of Mr. Jay Beasley that turned around an unusually high accident rate among the Maritime Patrol Community. That fact along with his career long concern for the welfare and career development of our officer corps, as well as our enlisted personnel are but two of the Admirals most significant contributions to the Navy. He will remain a real leader among our profession of arms whose personal contributions will always be remembered.
Admiral Mulloy graduated from the U.S. Naval Academy in 1952. He then served two years aboard the USS WASP (CV-18) during operations in the Korean War. During this period, he qualified as Officer of the Deck (OOD) and as a Command-in-Control (CIC) Watch Officer. He was then assigned to the U.S. Naval Flight School where he earned his wings of gold and designation as a Naval Aviator.
In 1955, he was assigned as a fighter pilot and received orders to fly the F2H2 Banshee with VF-172 where he also served as a department head. In 1957, he suffered the misfortune of a collapsed lung while flying the Banshee and was reassigned to VP-18 where he qualified as a P-2 Patrol Plane Commander and Aircraft Commander in just four months, while flying the P2V7 the Neptune. He deployed to Roosevelt Roads, Puerto Rico then took part in a split-deployment to Keflavik, Iceland and Sigonella, Sicily. VP-18 also set new VP standards for operating from Sigonella, with detachments to Malta and Crete.
As a Patrol Plane Commander (PPC), he also served as an Instrument Check Pilot. Always concerned for the welfare of his subordinates, he convinced the base commander to allow the hospital ambulance to bring hot meals daily to the aircrews and maintenance personnel at the air base, thereby improving morale and the general health and welfare of all. He also arranged for one crew at a time to take liberty flights to the really good ports in the Mediterranean while continuing to conduct a full operational schedule.
In 1960, he attended the Navy Post Graduate School in Monterey, California where he earned a M.S. in Management. Upon graduation, he was subsequently assigned as Aide and Flag Lieutenant.
In 1963, he joined VP-44, the second P-3 (Orion) squadron where he served as Safety Officer then Operations Department Head with deployments to Argentia, Newfoundland and Bermuda. He was designated a PPC and Instrument Check Pilot. It was during this tour that he first met Mr. Jay Beasley and formed what became a life-long friendship. Admiral Mulloy helped institute a crew stability plan that greatly improved combat readiness. He also helped institute new ASW tactics that were eventually adopted VP Force wide.
In 1966, Admiral Mulloy was assigned to BUPERS as an Aviation Placement Officer but was eventually requested by the head of the Aviation Assignment Section (Detailer) to be his direct Assistant. He was the first VP Officer to ever hold that position. He immediately sought out the most qualified VP Officers for select assignments to the most demanding but best recognized career enhancing positions (Detailers, Aides, Assistant Navigators, OPNAV, JCS, DOD and key Fleet positions). He worked to have those whose performance and potential would be recognized by key decision makers assigned to these positions. This action by Admiral Mulloy started a very positive trend for VP Officers. He was promoted to Commander and selected for Command of VP-26.
In 1968, he reported to VP-26 as the Executive Officer while they were deployed to Utapao, Thailand. He served as the detachment Officer in Tactical Command (OTC) during the TET offensive of the Vietnam War. Within a two month period, two Combat Air Crews were lost, one by enemy gunfire. Commander Mulloy flew to Camron Bay, Vietnam and gained concurrence from the Commander of the Task Force, Commodore Hoffman, to change the Rules of Engagement to conceal Maritime Patrol Movements. This action resulted in crews detecting two enemy supply vessels - one which was sunk by carrier ALPHA strike and the other which was intercepted and sunk by a USCG cutter off Cambodia. VP-26 achieved the highest combat flight time of the war and Commander Pacific Fleet called the action against the supply vessels “the most successful naval surface action of the war.” Commander Mulloy was awarded the Navy Commendation Medal with Combat-V, one of only two awarded in the squadron.
He then took Command of VP-26 and personally conducted 26 PPC check rides prior to deploying to Rota, Spain and then a split deployment to Keflavik, Iceland and Lajes, Azores. During this time, CINCLANTFLT appointed Commander Mulloy as OTC for a major four-squadron ASW operation that lasted four months and set records as the largest and most successful VP Anti-Submarine Warfare (ASW) Operation. This Operation was the Navy's real "Hunt for Red October" and was briefed daily to the President of the United States as the Soviet missile submarine under surveillance could launch missiles with only a 7 minute flight time to the United States. Commander Mulloy’s Task Force successfully deployed critical ASW procedures that tracked the Russian submarine until it turned, went past Iceland, and returned to its Russian home port. As a result, VP-26 received the Navy Unit Commendation and Commander Mulloy received his first Legion of Merit for commanding the operation.
In 1970, he reported to Commander Patrol Wings Atlantic (CPWL) where he served as Operations Officer then as ACOS for Readiness. During this assignment, the Commander coordinated transfer of the P-3A to Reserve Forces, greatly increasing their combat readiness, morale and retention. He was awarded his first Meritorious Service Medal.
In 1972, he reported to OPNAV 601 where he was deep selected for Captain. Captain Mulloy was assigned as a member of the U.S./Canadian Defense board headed by two Ambassadors. He became friends with the ranking Canadian Admiral on the Board who eventually became the Chief of Canadian Defense Staff. It was partly due to captain Mulloy's continued encouragement for the Admiral to replace the Argus with the P3 that they actually did so in the late 1970s.
In 1973, the Chief of Naval Personnel personally assigned him to BUPERS as PERS 44, head of Officer Placement (a first for the VP Community but a trend that has continued since). Again, Captain Mulloy sought out and placed superior VP Officers in highly competitive positions. They quickly gained recognition for their performance and potential.
Never one to turn down a challenge, Captain Mulloy accepted Command of the USS Ponce (LPD- 15) over a Wing Command. He always believed that like the Submarine Officer Corps, VP Officers were privileged with top officer and enlisted personnel and that they were capable of success in the most difficult assignments. In 1975 when he took Command of the USS Ponce, a five year old ship that could only do 16 knots, he only had three OODs; two of whom were leaving in three months and the ship had not fired its guns in three years. In less than two years, Captain Mulloy had improved the ship’s speed to 22 knots and put it into top shape. It was the first LPD in either the Atlantic or Pacific Fleet to pass the Propulsion Examination Board in three years. The USS Ponce also received a grade of Outstanding on its NTPI and was cited by COMFMFLANT as the best “Gator” in the Fleet.
In 1976, Captain Mulloy was selected to Command Amphibious Squadron Six (CPR 6) with eight ships. He deployed to the Mediterranean as Commander Task Force (CTF) 61 and conducted the first large scale amphibious operation with the Spanish Navy. Captain Mulloy was awarded his second Meritorious Service Medal at his departing Change of Command.
Following a short tour with the Chief of Naval Education and Training (CNET) from 1978 to 1979, Captain Mulloy was promoted to Rear Admiral.
From 1979 to 1981, Rear Admiral Mulloy served as Commander Patrol Wings Atlantic. After brief visits with several of his commands, and a review of their records, he was concerned about their leadership, readiness, and safety. His concerns included check rides given by JOs with some being completed in simulators, lack of airmanship competencies, and a sense of complacency. He took corrective action by bringing “Mr. P-3” (Jay Beasley) back to help restore standards. He told Jay that the combat losses in Vietnam had stiffened his resolve to have his pilots and aircrews ready for combat through proper emphasis on emergencies, airmanship and leadership. Mr. Jay Beasley concurred with Admiral Mulloy's direction.
Among other actions Admiral Mulloy took to improve combat readiness and safety were implementation of; unannounced NATOPS inspections, maintenance standowns once a week, and regulated tactical and NATOPS evaluations. He directed senior commanders to fly rigorous flights and check rides with JOs and not just in simulators. To attain requisite minimum JO flight hours for safety, he requested and received the necessary funding to keep the aircraft and pilots flying. He greatly expanded minidets for JO leadership training and experience, as well as to gain better familiarization with foreign fields. He deployed all twelve squadrons which were 100% combat ready (ALPHA). He then arranged with OP-05 to exchange VP-23’s all ALPHA Crews, equipped with Harpoons, and relocate them from Keflavik, Iceland to Diego Garcia to provide a “Maritime Patrol Attack” capability in the Pacific. In exchange VP-46 was sent from Diego to Keflavik. He saw the importance of integrating VP Squadrons under one global command which resulted in the exchange of PAC/LANT squadrons to achieve a more integrated and coherent worldwide combat ready VP Force.
The Admiral was always a strong advocate of happy hours to achieve enlightened leadership, unit cohesion, and Junior Officers and Senior Officers interaction for combat readiness. The Admiral sought to instill a “Maritime Patrol Attack" warrior attitude among the Force, as well as that view among other communities. PATWINGSLANT achieved its highest combat readiness, retention, and advancement on Admiral Mulloy’s watch. The then CNO, Admiral Hayward considered PATWINGSLANT the best Force he had at the time.
During his departing Change of Command of COMPATWINGSLANT, Admiral Mulloy was awarded his second Legion of Merit.
In 1981, Admiral Mulloy was assigned to BUPERS as ACNO (OP15) and Director of Human Resources (PERS 6). Admiral Hayward (CNO) personally tasked him with solving the drug problem that plagued the Navy at the time. The Navy had 48% of 18 to 24 year olds positive with illicit drug use. Admiral Mulloy declared a "War on Drugs." A ten point program was designed with staff and implemented Fleet wide. President Reagan's Drug Czar wanted it expanded to all the Armed Forces. In two years, USN/USMC usage dropped to 9%. Today it is less than 0.01%.
The Admiral gained wide recognition as the Architect of the Navy's "War on Drugs." He also increased "People Programs” from 7 when he took office to 17, including increasing Family Service Centers from 3 to 83. The Admiral continued to push for selection and assignment of top notch VP Officers to the more desirable and recognized positions. He sincerely believed that they had the demonstrable capabilities and potential to be tops. Since the Admiral's early detailing days, key BUPERS positions and others in the Navy and DOD continued to be attained by VP leaders including; ADM Harry Harris as COMPACFLT and VADMs Dan Oliver, Norb Ryan and Bill Moran as Chiefs of Naval Personnel.
In August 1984, Admiral Mulloy requested retirement to spend more time with his wife and six children. Upon leaving the Navy, the White House recommended that he form a company to carry the Navy “War on Drugs" program to allied nations, and businesses here in the U.S. He did so successfully and became a member of the Board of Oxford House, the largest and most successful halfway house system in the world. More than 20% of the population, served by Oxford House, are veterans.
Admiral Mulloy served as the Drug Czar on the cabinet of the Governor of Rhode Island before retiring with his wife Mary Fran to Falmouth, Cape Cod in 1995. He remains very active in civil, church and hospital activities, as well as those affecting veterans. Admiral and Mrs. Mulloy are blessed with six children; Jeff, Stephen, David, Mary, Patricia, and Pamela and 16 grandchildren - they are their principal interest and pleasure.
His awards include three Legion of Merit, two Meritorious Service Medals, the Navy Commendation medal (with combat V), the United Nations Service Medal, Korean Service Medal with star, Navy Occupation Service Medal, Armed Forces Expeditionary Medal, Vietnam Service Medal, Republic of Vietnam Distinguished Order 2nd class, and Republic of Vietnam gallantry Cross with palm citation.
Commander David Weisbrod, USN (Ret)
Awardee Year: 2014
Person Nominating: Tom Spink
Dave was called the “Wizard at Moffett.” He was the West Coast inspiration for the renaissance in ASW. I understand both coasts worked together however I do not know who the hero on the east coast was. Dave was still a consultant a few years ago for Wing 10. He knows more about ASW than any person alive. Below is his bio as recounted as his retirement in 1984.
David S. Weisbrod was born in 1933 in Somers Point, N.J., of Irish and
German parents. Raised in New Jersey and schooled in Philadelphia, Pa., he was graduated from the Aeronautics program of Northeast Catholic High School for Boys in 1951. The USN recruited him into the 'Deferred Enlistment Program' during his senior year. He was required to attend monthly meetings, classes and training until reaching his
18th birthday. Until then, he was a helper-machinist in the
Philadelphia Navy Yard until beginning active duty as an Airman
Recruit in January 1952 at boot camp at Bainbridge, MD; followed by
Airman Prep School at Norman, OK.
Aviation Radioman (designation, AL) Weisbrod, served through 1955 as
Combat-Aircrew (CAC) in Airborne Early Warning Squadron One at NAS Barbers Point, HI, operating aerial gun systems and electronic equipment (such as search & intercept radars, electronic countermeasures, radios, navigation equipments) in PB1W during latter months of Korean War, then WV-1&2, and P2V-4 aircraft. During these years, AL3 Weisbrod changed rate from Aviation Electronics Tech (AT3), and then to Aviation Electrician (AE) and advanced to Petty Officer First Class (AE1). During his very first tour as a crewman in early 1952 flying as Aviation Radioman in the PB1W (the USN's version of the B-17), then Petty Officer 3rd Class Weisbrod was dubbed the 'Wizard' by CAPT 'Flip' Anderson, his PPC and VW-1 Sqdn Commanding Officer.
In 1955, AE1 (CAC) Weisbrod was assigned for 18 months to Heavy Attack Squadron 156 at Moffett Field CA as Aircrew (Radio & Radar) and Electrical Maintenance leading petty officer.
In 1956, Petty Officer Weisbrod was sent to Special Projects Training at
SONAR School, Key West; followed by 15 months of temporary duty as
Analyst/Operator at Naval Facility (NAVFAC) San Nicolas Island; and was a plank owner during its commission in OCT/56.
From 1958 until 1960, AE1 (CAC) Weisbrod was assigned to Patrol Squadron One, NAS Whidbey, as Aircrew, Acoustic Analysis Instructor and Anti-Submarine Warfare (ASW) instructor; followed by a short tour of duty as Aviation Recruiter in San Jose CA, and advancing to Chief Petty Officer in 1962. During his instructor tour, he received commendations from Commander Western Sea Frontier for his innovation and initiative in the unprecedented design and construction of the Navy's first ASW integrated crew trainer-simulator. During his recruiting tour, he was named 'Recruiter of the Year' both years.
In 1962, Chief Petty Officer (Acting) Weisbrod was selected for Operation
Bootstrap (i.e., Advanced Training Program for Petty Officers) and attended San Jose State University, CA, winning a Bachelor's
Degree in 1964 with Multiple Major (Math, Physical Science, Physical
Education), and a Master's Degree in Physical Education, followed by
assignment to the U.S. Navy Flight School Pensacola as a Cadet under
instruction and Officer Candidate; winning his commission as a USN Officer in the grade of Ensign in OCT/1964.
In mid-1965, Ensign Weisbrod won his Naval Aviator wings, at age 31, 7 mos, (the oldest flight student to do so since ADM Halsey & ADM McCain during WWII) and was assigned to Patrol Squadron 19 Moffett Field, CA, where he served as Electronics Officer, ASW Search Officer, and Special Projects Officer. During this tour he changed designators and qualified as a Naval Flight Officer and Tactical Coordinator, winning several commendations for ASW innovation unequaled sub prosecution. As the special projects officer, he supervised the installation of new developmental equipments (ECM and ASW Improved Localization Sys.): implementing their tactical evaluation and reporting of same to the Chief of Naval Operations. The new tactics which he innovated, developed and formulated were adopted Navy wide.
In early 1968, Lieutenant Weisbrod was assigned as the Operations Officer at NAVFAC San Nicolas Island, performing Undersea Oceanographic Research Operations until mid 1969 when he began a tour with FRS Patrol Squadron 31 Moffett Field as Flight Instructor &
Tactics Instructor. It was during this tour, that his accomplishments
received recognition and citations from the offices of the Commander Patrol Wing-10, Commander Patrol Wings Pacific, Commander-in-Chief Pacific Fleet, and Chief of Naval Operations. His accomplishments
included: tactics innovation, avionic systems management, airborne ASW
excellence, and outstanding authorship (technical manuals, texts,
flight guides, position papers on training and readiness).
Additionally, LT Weisbrod was part of an elite crew of VP31 staff, flying a
newly arrived P3C (the only P3C in the Pacific, as yet) that was ordered on an impromptu special covert mission by the fleet commander: to an overseas base for unprecedented tasking and briefing; thence to an overwater location looking for a new- construction submerged Yankee from an antagonistic country. LT Weisbrod and crew flew two flights,
both of which were successful beyond hopes or dreams, and received
commendations from the ASW Fleet Commander (VADM Pete Aurand, COMASWFORPAC, himself, along as passenger).
In early 1972, LtCmdr Weisbrod joined Patrol Squadron 48 as Special Projects Officer, Standardization Officer & Chief Instructor, and completed
deployments & detachments at Adak, Midway, and Guam. During this tour, he received special recognition and citations from the Secretary of the Navy, Secretary of Defense, CNO & USAF COS, for successfully completing the SAR location of a downed B52 crew in typhoon Rita July/1972. Additionally, while serving with Patrol Detachment Guam, he devised algorithms and tactics for missile impact assessment which were employed by the fleet for next 10 years. During this tour, and once again on special assignment from the fleet commander, LCDR Weisbrod took two P3C aircraft and crews to lead the search for two new-construction submarines (Charlie and Victor) from an antagonistic country; and to locate, and track until surfaced. His crews succeeded beyond all expectations; producing photographs that were published in defense documents around the world. To this date in 2011, one of the most admired photos found in Navy offices around the globe is his
picture from 350 feet of a shadow of his P3C directly along side a black
submarine on the ocean surface.
From 1974 through 1976, LCDR Weisbrod served Patrol Wings Pacific Moffett Field as Special Projects Officer, Command-and-Control Watch Officer, and Command-and-Control Division Officer for the Command Center and Tactical Support Center at NAS Moffett Field. For his technical innovations during this tour he received citations from Commander Patrol Wings Pacific, the Pacific Fleet Commander-in-Chief and CNO. His innovations included: devising ASW search and localization tactics to exploit vulnerabilities of a new submarine adversary and teaching same to the Pacific Air ASW forces; developing ingeniously effective probabilistic search pattern assessment models and algorithms, (introducing 'Negative Contact search patterns), which were used throughout the Navy for a decade; and also designing an automatic acoustics-signature line enhancement system using off-the- shelf
From November 1977 through 1978, LCDR Weisbrod served again at NAVFAC San Nicolas Island as the Commanding Officer. It was a great time to be listening for submarines, and tracking them, because there were so many of them !
From 1979 until July 1981, Commander Weisbrod was assigned to Washington D.C. on the staff of Chief of Naval Operations, ASW Directorate, where he served as manager of ASW Tactical Systems Analysis, Air ASW Special Projects, and ASW Command Centers - afloat and ashore. During this tour, he travelled extensively to each of 11 Tactical Support Centers around the world, tending to individual area commander needs, as well as sponsoring special projects equipments and tactics. During this assignment, he architected and wrote the necessary POM/Funding documentation for the Mobile Operations Command Center (MOCC), which successfully got built (and is in
service to this date in 2011).
From September 1981 until January 1982, CDR Weisbrod was Executive Officer and Commissioning Team leader - of Naval Ocean Processing Facility, Ford Island, before joining the staff of Commander Oceanographic System Pacific until JULY '84 RETIREMENT as Readiness, Training, and Standardization Officer. For this tour he received a citation from the Pacific Fleet Commander-in-Chief for his innovations and superior performance in systems and operations analysis and management; and for increasing the operational and material readiness of the Pacific Undersea System.During this period, while residing on Ford Island, he personally organized and led a search party from aboard an outrigger canoe for survivors of a civilian C45 aircraft crash in Pearl Harbor waters. Because of shallow tide and shoals, no other craft could close the crash scene. Using only flashlights, ingenuity, physical strength & stamina, and indomitable persistence, his canoe found one badly injured survivor and retrieved the remains of five deceased men. He transferred the deceased to residents of Ford Island and then transferred the survivor to an ambulance by paddling the canoe across Pearl Harbor since the crash had halted normal traffic. For this action, he was cited by the Commanders-in-Chief of the Pacific forces and the Pacific Fleet for his resourceful leadership.
During his NAVAL career, LCDR Weisbrod has earned the Air Medal for aerial combat, Air Medal for Patrol Aviation Valor, Navy Commendation Medal (thrice), and the Navy Achievement Medal (thrice) for ASW Excellence, as well as other service and campaign awards. He has authored a text in Application of Environmental Data, a Tactical Environmental Reference Manual, a P3C Flight Guide, eight formal papers in Anti-Submarine Warfare Tactics, many lesson plans in Anti- Submarine Warfare, and several articles in Naval Institute Proceedings and other professional media. He also won a Master's Degree (Systems
Analysis) in off-duty hours, and is well on his way to a Doctorate (PhD).
Commander Weisbrod leaves active duty after three decades plus of innovative leadership in ASW Operations and Systems Analysis, and superb management of Command/Control and Undersea Systems.
During his very first tour as an Aircrew, over 30 years ago, his shipmates
and fellow crew dubbed him the 'Wizard' for his acumen with search and
localization sensors. Then, a decade later, 20 years ago, his shipmates
discovered that nickname, and resurrected it to name the flight crew
'Wizard's Wily Weirdos'. Those men and officers accurately foretold the
future. He has most assuredly changed the face of Naval Operations for the United States ASW Readiness, Patrol & Reconnaissance aviation, and Air ASW. He will definitely be missed by his juniors, his peers and by the USN leadership. Hopefully, the wizard will not go too far away.
END BIO FOR RETIREMENT CEREMONY.
Post-Active Duty Years:
After leaving active duty in July/84, David Weisbrod became a Systems &
Operations consultant for Hughes Electronics and Lockheed Aircraft,
1984 - 1992. He was a key figure in the operational Implementation of the
first Surveillance Towed Array Sensor System (SURTASS) Equipments in the Pacific; and was also a key figure in the design and implementation of
other Deployable Underwater Surveillance Systems.
From 1993 until 2003 he was employed as Senior Consulting Analyst attached to Commander Patrol Wings Pacific, Patrol Wing-2 and Patrol Wing-10, engaged in Exercise and Operations Planning and Post Event Analysis, and Air Effectiveness Measurement. During this time, he was a key figure and author of various Op Orders, architecting the implementation of Extended Echo Ranging and associated procedures, techniques and tactics in ASW search and localization.
Before his 'retirement', the Patrol Wing-10 Commodore singled him out, by name, in the post-exercise report as the 'single most outstanding &
effective person' in the unprecedented success of two large exercises over a 3 year period.
As of FEB/2011, David Weisbrod still writes occasionally on 'Submarine
Threats' and Airborne ASW. But mostly, he stays busy with Rotary, Navy
League, and Association of Naval Aviation; and projects that support,
assist, and 'boost' the young men and women of Naval Aviation and their
Rear Admiral Thomas Davies
Awardee Year: 2013
Person Nominating: Robert Champoux
Rear Admiral Thomas D. Davies, United States Navy (Retired) was the founder and first president of The Foundation for the Promotion of the Art of Navigation. He was a decorated Navy pilot who set several aviation records, a commanding officer, a diplomat, and an expert and innovator in several scientific fields, including navigation and optics. He was also a linguist and artist. Most recently he received international attention for his exhaustive analysis of Admiral Robert E. Peary's claim to have reached the North Pole in April of 1909. His long professional involvement in the science and art of celestial navigation began as a Midshipman in Annapolis, where he studied under Arthur Ageton and published his first article in the Naval Institute Proceedings in 1937. During his lengthy naval career he had occasion to address navigation problems both at sea and in the air. Based on his experience and research he developed two new methods for celestial sight reduction.
Admiral Davies was born in Cleveland, Ohio, on November 3, 1914. His father, David A. Davies, was a turn-of-the-century businessman who had followed in the industrial tradition of his Welsh ancestors. The Davies had developed early gantry cranes to be used in shipbuilding. David Davies and his brother were executives in the Acme Machine Company. In this environment young Tom Davies developed his interest in the world of engineering and science. After graduating from high school Tom Davies entered the Case Institute of Technology, which he attended from 1931 through 1933. It was while a student at Case Institute that he developed a lifelong interest and love for physics and for optical physics in particular. While a student at Case he felt he was fortunate to have attended lectures in physics by guest lecturer Albert Einstein.
In 1934 he was accepted as a Midshipman at the United States Naval Academy at Annapolis, Maryland. After having attended Case Institute for two years, his first years at the Naval Academy were a time for building upon his knowledge and engineering insights already acquired. It was during this period, while studying naval ordnance and gunnery, that he became aware of the difficulty that the navy was experiencing in determining the accurate range of targets. To Midshipman Davies there was an obvious solution. That solution was to develop a new type of stereoscopic range. Midshipman Davies developed a workable model of the range finder. His target for his range tests was the dome of the Maryland State Capital Building.
His tests were so successful that senior officers in the Bureau of Ordnance asked him to brief them on the range finder. He explained the workings and accuracy of his invention to these senior officers, and they saw the great potential of such a range finder sight. Further development readied the optical range finder sight for the major ships with large caliber guns of the fleet. The sight developed by Midshipman Thomas D. Davies was used on all ship with large caliber guns of the United States Navy during World War II and on ships used for coastal bombardment during the Korean War. These sights are still visible on the battleships that have been preserved in museum status. For example, one can still be seen on the battleship North Carolina at Wilmington, North Carolina.
In addition to being a gifted engineer and innovator, as a student Midshipman Davies was also an artist and a young man of letters. At the Naval Academy he was Art Editor of the ''Log,'' and Associate Editor of the "Trident." In addition to his duties as Editor and Associate Editor, he contributed a number of pieces to , the Naval Academy Log and the midshipman humor magazine, and he also put his artistic talents to work designing the class ring.
After graduating from the United States Naval Academy with the class of 1937, Ensign Davies was assigned initially to the cruiser U.S.S. Portland, stationed in the Pacific. In February 1939 he commissioned his second ship, the heavy cruiser U.S.S. Wichita, which became a particular favorite. While aboard Wichita, he put his artistic talents to work and created a beautiful painting of his ship, which hung in a place of honor in his home for many years.
Ensign Davies left the surface navy and entered the Navy flight training program in early 1942. He completed flight training and was designated a Naval Aviator in late 1942 and assigned to Bombing Squadron 129 (VPB-129) as Executive Officer. This squadron, flying PV-1 Venturas, was fighting a little publicized antisubmarine war in the South Atlantic against German U-Boats. Flying from airfields in Brazil, Squadron 129 was charged with the protection of coastal shipping along the coast of South America. On one antisubmarine surveillance mission, Aircraft Plane Commander Davies engaged the German Submarine U-604. His attack scored a direct hit. For his attack on the German submarine, Davies received the Distinguished Flying Cross for heroism and superb airmanship contributing to the destruction of an important enemy vessel."
As was the case in every assignment, Davies became interested in the language of the country. His forays into the villages and towns of Brazil during the two years of his assignment to Squadron 129 provided Davies an opportunity to develop hi s language ability. He learned to read and write Portuguese, skills he used later when he was assigned as Commanding Officer of the U. S. Brazilian Training Unit. He used his linguistic talents to write a manual in Portuguese and to assist the Brazilian Navy in translating English maintenance manuals into Portuguese, and to organize their maintenance and flight training efforts. Later, this ability to read, write and speak Portuguese was a great asset in allowing him to translate original Portuguese navigation documents into English for his research in Portuguese navigation techniques.
Following his tour as Commanding Officer of the U.S. Brazilian Training Unit, he became intimately involved in naval aircraft development. On February 19, 1943 a letter of intent had been given by the Navy Department to Lockheed Aircraft Company to initiate the development of two XP2V-1 Neptune Series of land-based aircraft. The design drawing had just begun on the Neptune when Commander Davies assumed his new duties at the United States Navy's Bureau of Aeronautics as the Patrol Plane Contracting Officer in Washington, DC. His task was to research and help select the next land-based patrol plane to replace the PV-1 Ventura.
Being assigned to this project was a rare opportunity for young Commander Davies. The responsibilities and authority inherent in his position as Contracting Officer during those years gave him the chance to help dictate the final design of the XP2V-1. It was during this initial development his superior engineering ability was allowed free reign. His assistance to the engineers of Lockheed and his insistence on extended flight duration for navy patrol aircraft, laid the groundwork for a subsequent world distance record in heavy propeller-driven aircraft. Tom, who was then serving as the head of the patrol plane desk in the Bureau of Aeronautics, originated the idea of modifying the first production model of the new Lockheed P2V for a long distance flight to demonstrate the ability of Navy air antisubmarine warfare forces to reach targets anywhere in the world. With the approval of the Chief of Naval Operations, Admiral Nimitz, Davies developed and executed the plan, establishing a distance record of 11,256 miles which held for sixteen years.
In September 1946, a modified version of one of the first two prototype XP2V-1 Neptunes was ferried to Perth, Australia, by island hopping. This was to be "The Truculent Turtle" that Commander Davies and his crew were going to fly for a world distance record. Commander Davies, his crew, and engineers from Lockheed Aircraft Company, checked the plane in minute detail. The engineers were worried that the aircraft was grossly overloaded because of the much greater quantity of fuel that was required for the distance record flight. The oleo shock absorber struts were completely compressed during the taxi tests. The tires had very little room to spare between the rim of the wheel and the face of the tire. Even a bump could have caused the rim to cut the tire with disastrous results. While the Lockheed engineers worried and fretted, Commander Davies was confident, from his own personal calculations that the aircraft would fly.
As the crew was boarding the aircraft, the Lord Mayor of Perth arrived to wish them luck. He also brought with him a small kangaroo in a wooden cage for Commander Davies to fly to the United States. For the Lockheed engineers, this was the end. They were already convinced that the aircraft was grossly overloaded, but to add additional weight, especially a kangaroo in a wooden cage, was unthinkable. Commander Davies accepted the kangaroo for the people of the United States, and directed his crew to load the crate in the tail of the aircraft. He remarked to the worried engineers that lithe plane was already overloaded so a little more weight would not hurt."
As history records, the plane did get into the air after an unusually long take-off run. To conserve fuel the rate of climb was kept to a minimum and the altitude was under 6,000 feet for the first several thousand miles. For his achievement in the flight, Tom, along with his crew of three other pilots, was awarded a Gold Star in lieu of a second Distinguished Flying Cross, by President Truman in a White House ceremony.
After this, Commander Davies continued to push the frontiers of naval aviation. On April 27, 1948, as Commander of Task Group 68.7, in the first carrier launching of planes of this size and weight, two P2V-2 Neptunes, one piloted by Commander Tom Davies, made Jet Assisted Take Offs (JATO) from the deck of the U.S.S. Coral Sea (CV-43) off Norfolk, Virginia. These tests proved the practicability of operating long-range heavy attack planes from Navy carriers. These tests resulted in establishing a Navy, carrier-based nuclear bombing capability. For a short time Tom held the worlds piston aircraft speed record from the east to west coast of the United States. He stated he was able to capture this speed record with the P2V Neptune because all other speed records were from west to east to utilize the prevailing westerly winds. Also, using the Neptune he was able to complete the entire distance without refueling.
As a member of Admiral Robert E. Byrd's staff Davies continued to distinguish himself as a thinker, innovator and engineer. He designed the first set of skis for tricycle landing gear aircraft and developed the Sky Compass for navigation at the Poles where conventional instruments are unreliable. This new compass was later incorporated into celestial navigation equipment used by commercial airlines for early trans-polar flights to Europe. He also equipped two aircraft with special navigation and photographic equipment for use in mapping the Antarctic continent.
The Sky Compass was a set of polarized lenses mounted in a frame that penetrated the top of the aircraft. By rotating the lenses, an accurate relative bearing of the sun could be made while the sun was still well below the horizon. By using this relative bearing and the known longitudinal position of the sun, taken from the Nautical Almanac, the gyro compasses could be accurately realigned. This procedure allowed the aircraft to navigate in polar regions where all other compasses of that time were useless. Magnetic compasses could not be used and gyros compasses precessed to a degree that they were utterly useless unless frequently corrected. For this necessary and useful invention, Commander Davies, received the Thurlow Award for the Outstanding Contribution to the Science of Navigation for 1949 from the Institute of Navigation.
For the years of 1950-1952 Davies was assigned to be in charge of the aircraft overhaul and repair facility at Naval Air Station, Sand Point, in Seattle. He was then transferred to the Staff of the Commander, Fleet Air Mediterranean where he remained until 1954.
While stationed in Italy, Tom Davies continued to build on his language capabilities and to exercise his engineering abilities. The U.S. Navy's presence in the Mediterranean included navy patrol aircraft based out of Sigonella, Sicily. Sigonella had the only adequate maintenance facilities for these patrol planes. Periodically the squadrons would base in the eastern Mediterranean. Without maintenance facilities their availability quickly deteriorated. Commander Tom Davies installed maintenance facilities in an LST which could beach near the airfield and provide maintenance vehicles, shops and spare parts to the deployed aircraft squadrons. On his return from Italy, Commander Davies was assigned as Commanding Officer of the Naval Air Engineering Facility at Philadelphia, where he had responsibility for arresting gear and catapults for aircraft carriers. Commander Davies was intimately involved in the development of the Navy's steam catapult and arresting gear systems. He remained at the Naval Air Engineering Facility until 1958, when he was reassigned to service in Washington, D.C.
In 1960 and 1961 Captain Tom Davies commanded the fleet oiler U.S.S. Caliente deployed in the Western Pacific. Here he continued to practice his navigation and improve his abilities in celestial navigation.
This assignment was followed in 1962 and 1963 by service as Commander, Fleet Air Wing Three, located in Brunswick, Maine. The Cuban Missile Crisis occurred during this tour, and his command was an important part of U.S. aerial surveillance forces. It was during the surface surveillance that the importance of accurate navigation was again proven necessary for comprehensive search and detection of surface shipping. The lessons he learned during the Missile Crisis were later used to develop a command and control system for his carrier division.
In 1963 and 1964 Captain Davies commanded the Naval Air Station at Norfolk, Virginia, and he thereafter returned to Washington, D.C. and was selected as a Flag Officer. Rear Admiral Davies joined the staff of the Secretary of the Navy where he remained from 1965 to 1967. He founded the Office of Program Appraisal within the Office of the Secretary. Under the charter of OPA, Admiral Davies was responsible for reviewing all of the Navy's major programs for engineering, funding and, most of all, usefulness.
In 1967 Admiral Davies was assigned as Commander Carrier Division 20. It was in this capacity that he continued to develop his surface surveillance/ command and control system. The thoroughness of the system for data collection, ship identification, electronic emission control and navigation allowed Admiral Davies to evade all Soviet surveillance ships that had been trailing U.S. aircraft carriers since the beginning of the Cold War. These trailing Soviet ships were a major concern of the Navy Department since it would mean that each carrier would be continually targeted. If hostile action occurred, the carriers would be the first targets. With the Davies system of command and control, constant track was kept of the trailers, and they were avoided by tactics of silence and subterfuge. His command and control system, which identified all surface contacts and kept track of their position, was a major assist in locating submarines. Knowing the exact position of every surface contact, having it identified and knowing the acoustic properties of each contact's propulsion, were key factors in locating all five Soviet submarines operating in the Mediterranean. His system drew attention from all levels, and his subordinates spent the next four years training Commanders of Carrier Divisions, commanding officers and command and control officers in the techniques developed by Admiral Davies.
In 1969 Admiral Davies was made the Chief of Naval Development/Chief Oceanographer of the Navy. In this position he was able to continue to develop weapons systems from ideas he had conceived while a Carrier Division Commander. As Chief of Naval Development he helped develop two systems that were used in the more recent Mideast confrontations -- the vertical launcher for shipboard missile systems and the cruise missile. Meanwhile, his command and control system continued to be of major interest to fleet commanders, and 29 units of a display system that he invented were installed on major ships of the navy. As Chief Oceanographer, Admiral Davies had the opportunity to work with Jacques Cousteau.
In 1973 Rear Admiral Davies retired from the U.S. Navy to accept a presidential appointment as Assistant Director of the U.S. Arms Control and Disarmament Agency (ACDA). He held this position for seven years under three different presidents and led two U. S. Delegations on negotiations with the Soviet Union. In his first position as Assistant Director his bureau had the responsibility for nuclear non-proliferation, nuclear test ban matters, chemical and biological weapons control and Strategic Arms Limitation Talks (SALT). He continued in this position during 1974, when he represented ACDA in the U.S. Delegation to the Threshold Test Ban (TTB) negotiations in Moscow. That agreement was signed by President Nixon in 1974.
During 1975, President Ford signed the instrument of ratification whereby the United States became a party to the Geneva Protocol prohibiting gas warfare, and in 1976 he also signed the Peaceful Nuclear Explosion Treaty. Both agreements limited nuclear explosions above a certain yield. Admiral Davies played a principal role in achieving these agreements.
In 1975 Admiral Davies became an Assistant Director in a new capacity as head of the Nonproliferation and Advanced Technology Bureau. He continued in that position during 1976 and was active in promoting the Convention on the Prohibition of Military or Any Other Hostile Use of Environmental Modification Techniques. In 1974 and 1975, he headed the U.S. Delegation to the bilateral negotiations with the Soviet Union that preceded the multilateral development of this agreement. It was signed by President Carter in 1977.
Under President Carter and ACDA Director Paul C. Warnke, Admiral Davies became Assistant Director for Multilateral Affairs. That Bureau continued to address advanced technology matters over which Admiral Davies had special expertise, such as a comprehensive nuclear test ban and the further control of chemical, biological and radiological weapons, nuclear-free zones and environmental modification. In addition, he acquired more responsibility for multilateral arms control negotiations at the United Nations and the Conference on Disarmament in Geneva, Switzerland. He chaired an interagency backstopping group supporting many arms control initiatives in those for a.
It was during the latter part of 1977, while at ACDA, that Admiral Davies completed his development of his Star Sight Reduction Tables for 42 Stars: Assumed Altitude Method of Celestial Navigation (published in Bowditch). In 1982 Admiral Davies expanded the tables and published Sight Reduction Tables for Sun, Moon and Planets: Assumed Altitude Method of Celestial Navigation. The method utilizes the observed altitude to identify a star and reduce the sight in a single operation. This is accomplished by generating an assumed altitude by rounding the observed altitude to the nearest degree. The method provides accurate and simple solution for most latitudes and altitudes. His Concise Tables for Sight Reduction were developed in conjunction with the Naval Observatory and have now been incorporated in the U.S. and British Nautical Almanacs.
It was also during this time period that Admiral Davies developed the Prism Level, a device used to improve the accuracy of the sextant when used in celestial navigation. With the Prism Level it is easy to maintain a vertical plane with the sextant on a small boat in rough weather. The Prism Level is in wide use and is available for a number of sextants.
In 1980 Admiral Davies conceived the idea of the Foundation for the Promotion of the Art Navigation to advance the art of celestial navigation. The Foundation now has worldwide membership and conducts an active program in both theoretical analysis and in the development of practical sea-going experience. In addition to the quarterly newsletter, the Foundation also publishes a condensed Navigator's Almanac, and provides a central point from which members can acquire navigation charts, publications and books.
In 1988 Admiral Davies and the Navigation Foundation were invited by the National Geographic Society to examine the 80-year old controversy over Admiral Robert E. Peary's claim to have reached the North Pole on April 6, 1909. After a year of extensive research and thorough analysis, his final report considered all relevant factors including time and distance, polar celestial observations, navigation, and depth sounding of the ocean bottom. In addition, Davies, for the first time, applied modern photographic analysis techniques to the sun's shadows that were evident in Peary's photographs taken in the vicinity of the pole. Using spherical trigonometry, this new shadow evidence proved to substantiate Peary's claim. This innovative work was further reinforced after the original report had been published when new photographs that included the sun itself were discovered.
As a result of his exhaustive studies, Admiral Davies concluded that Peary was probably within 5 to 10 miles of the North Pole. He consistently indicated, however, that his conclusion wan not based on any single source of information, but rather on the broad framework of data that was completely consistent with this finding. Though skeptics may persist, Admiral Davies himself was confident that Peary had succeeded, as were the other members of the Foundation's Board of Directors.
Rear Admiral Davies' military decorations included the Distinguished Service Medal, two Distinguished Flying Crosses and the Legion of Merit medals. Foreign awards were the Order of the Southern Cross, and the Comte de la Vaulx medal of the FAI. In addition to a Bachelor of Science degree from the United States Naval Academy, Admiral Davies held a master's degree in international relations from the George Washington University. He also was graduated with distinction from the National War College in 1962. He married the former Eloise English in 1945 and had four children.
Admiral Davies died on January 21, 1991 at the age of 76. The members of the Foundation's board of Directors join in a sense of admiration and respect for this remarkable man that is deep and everlasting. Every effort will be made to carry on the work of the Foundation, which is the work of Tom Davies. Among his many legacies is the commitment of his Foundation colleagues to the purposes and goals which he established in 1980, and which are just as valid today as they were then.
by Capt. Terry Carraway and Roger Jones
From The Navigator's Newsletter, Issue 32, Summer 1991
Commander Paul Lloyd Milius
Awardee Year: 2013
Person Nominating: Anonymous
Rank/Branch: O5/US Navy
Unit: Observation Squadron 67, Nakhon Phanom, Thailand
Date of Birth: 11 February 1928
Home City of Record: Waverly IA
Date of Loss: 27 February 1968
Country of Loss: Laos
Source: Compiled by Homecoming II Project October 15, 1990 from one or more of the following: raw data from U.S. Government agency sources, correspondence with POW/MIA families, published sources, interviews. Updated by the P.O.W. NETWORK 1999.
SYNOPSIS: The Lockheed P2 "Neptune" was originally designed for submarine searching, using magnetic detection gear or acoustic buoys. Besides flying maritime reconnaissance, the aircraft served as an experimental night attack craft in the attempt to interdict the movement of enemy truck convoys. Another model, the OP2E, dropped electronic sensors to detect truck movements along the supply route through Laos known as the "Ho Chi Minh Trail."
On February 27, 1968, Navy Capt. Paul L. Milius departed his base at Nakhon Phanom, Thailand (NKP) in an OP2E Neptune on an armed reconnaissance mission over Laos. Aboard were eight crew members assigned to Observation Squadron 67, plus Milius, the pilot. The Neptune had precise navigational equipment and accurate optical bombsight. Radar was housed in a well on the nose underside of the aircraft, and radar technicians felt especially vulnerable working in this "glass bubble" nosed aircraft. It was believed that the aircraft could place the seismic or acoustic device within a few yards of the desired point, but to do this, the OP2E had to fly low and level, making it an easy target for the enemy\'s anti-aircraft guns that were increasing in number along the Trail.
Milius was over his assigned target in Khammouane Province, Laos, about 15 miles southwest of the Ban Karai Pass, and was delivering ordnance on the target when the aircraft was struck by suspected anti-aircraft artillery. A projectile struck the underside of the aircraft and exploded in the radar well. Petty Officer John F. Hartzheim, an Avionics Technician assigned to the aircraft, was struck by fragments of the projectile and began bleeding profusely. The radar well burst into flames, filling the flight deck area of the aircraft with dense, acrid smoke. The aircraft commander ordered the crew to bail out. Hartzheim was carried to the after station by the Tactical Coordinator.
Upon arriving in the after station, Hartzheim stated that he could not go any farther, and collapsed. Seven crewmembers safely exited the aircraft, and were subsequently rescued by Search and Rescue forces. The area of the crashed aircraft was observed, and it was felt that no identifiable remains would be found. Hartzheim was not believed to have exited the aircraft, and was believed to be dead. He was listed Killed, Body Not Recovered.
It cannot be determined whether the enemy had knowledge of his ultimate fate. The pilot, Paul Milius was not rescued. The Bombardier/Third Pilot, who was rescued, indicated that Milius was sitting at the after-station hatch and bailed out just prior to his own departure to the aircraft, but SAR efforts had failed to located and rescue him. Milius was listed Missing in Action. The Defense Intelligence Agency further expanded Milius' classification to include an enemy knowledge ranking of 2. Category 2 indicates "suspect knowledge" and includes personnel who may have been lost in areas or under conditions that they may reasonably be expected to be known by the enemy.
Navy Cross Citation: The President of the United States of America takes pride in presenting the Navy Cross (Posthumously) to Captain [then Commander] Paul Lloyd Milius, United States Navy, for extraordinary heroism on 27 February 1968 as an Aircraft Commander in Observation Squadron SIXTY SEVEN (VO-67). During a combat mission in Southeast Asia, Captain Milius' aircraft received multiple hits from 37-mm. anti-aircraft-artillery fire during a run over the assigned target. Immediately, the aircraft burst into flames, several members of the crew received injuries, and dense smoke and fumes filled the fuselage. Remaining at the controls to insure stable flight, Captain Milius ordered his crew members to bail out. As a result of his action, seven of his nine crewmen were rescued within three hours of bail-out. Rescue flights, however, were unable to locate Captain Milius. His heroic efforts and inspiring devotion to duty were in keeping with the highest traditions of the United States Naval Service.
DDG-69, USS MILIUS, is named in his honor. The ships motto: "Alii Prae Me" (Others before me).
Flight Lieutenant John Cruickshank Royal Air Force (Ret.)
Awardee Year: 2013
Person Nominating: n/a
John Alexander Cruickshank, VC (born 20 May 1920) is a Scottish recipient of the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces. Cruickshank was awarded the VC in sinking a German U-boat and then despite serious injuries safely landing his aircraft.
Born on 20 May 1920 in Aberdeen, Scotland, Cruickshank was educated at the Royal High School, Edinburgh, Aberdeen Grammar School and Daniel Stewart's College. He was apprenticed to the Commercial Bank in Edinburgh.
Within a year, on his father's suggestion, he joined the Territorial Army, enlisting in the Royal Artillery in May 1939, serving there until the summer of 1941 when he transferred to the RAF. He underwent flight training in Canada and the US, earning his wings in July 1942. After further training, he was assigned to No. 210 Sqn. in March 1943, piloting in Consolidated PBY Catalina flying boats, flying from Sullom Voe.
Sullom Voe in Shetland is now known for its oil terminal, but during World War II it was a flying-boat base, used by 210 Squadron of the Royal Air Force Coastal Command in its battle to keep the North Atlantic and Arctic sea lanes open for supply convoys. Flying Officer Cruickshank was twenty-four years old when he piloted a Consolidated Catalina anti-submarine flying boat from Sullom Voe on 17 July 1944 on a patrol north into the Atlantic. There the "Cat" found a German Type VIIC U-boat on the surface.
At this point in the war the aerial threat to the U-boats meant that they were fitted with anti-aircraft guns and Cruickshank had to fly the Catalina into the hail of flak put up by the U-boat. On that first pass his depth charges did not release. Despite this he brought the aircraft back round for a second pass and this time straddled the U-boat with his charges sinking it with all hands. Cruickshank's VC citation refers to the U-Boat as U-347, although it is now known that it was actually U-361 and that it went down with all 52 crew members.
The German flak however had been deadly accurate, killing the Catalina's navigator and injuring four including the second pilot Flight Sergeant Jack Garnett and Cruickshank himself. Cruickshank had been hit in seventy-two places, with two serious wounds to his lungs and ten penetrating wounds to his lower limbs. Despite this he refused medical attention until he was sure that the appropriate radio signals had been sent and the aircraft was on course for its home base. Even then he refused morphine aware that it would cloud his judgement. Flying through the night it took the damaged Catalina five and a half hours to return to Sullom Voe with the injured Garnett at the controls and Cruickshank lapsing in and out of consciousness in the back.
Once there Cruickshank returned to the cockpit and took command of the aircraft again. Deciding that the light and the sea conditions for a water landing were too risky for the inexperienced Garnett to safely put the aircraft down, he kept the flying boat in the air circling for an extra hour until he considered it safer and they landed the Catalina on the water and taxied it to an area where it could be safely beached.
When the RAF medical officer boarded the aircraft he had to give Cruickshank a blood transfusion before he was considered stable enough to be transferred to hospital. John Cruickshank's injuries were such that he never flew in command of an aircraft again and after the war he returned to his pre-war job of banking. For his actions in sinking the U-Boat and saving his crew he received the Victoria Cross while Flight Sergeant Jack Garnett received the Distinguished Flying Medal.
The announcement and accompanying citation for the decoration was published in supplement to the London Gazette on 1 September 1944, reading 'Air Office, 1st September, 1944. "The KING has been graciously pleased to confer the VICTORIA CROSS on the undermentioned officer in recognition of most conspicuous bravery: — Flying Officer John Alexander CRUICKSHANK (126700), Royal Air Force Volunteer Reserve. No. 210 Squadron. This officer was the captain and pilot of a Catalina flying boat which was recently engaged on an anti-submarine patrol over northern waters. When a U-boat was sighted on the surface, Flying Officer Cruickshank at once turned to the attack. In the face of fierce anti-aircraft fire he manoeuvred in-to position and ran in to release his depth charges. Unfortunately they failed to drop. Flying Officer Cruickshank knew that the failure of this attack had deprived him of the advantage of surprise and that his aircraft offered a good target to the enemy's determined and now heartened gunners. Without hesitation, he climbed and turned to come in again. The Catalina was met by intense and accurate fire and was repeatedly hit. The navigator/bomb aimer, was killed. The second pilot and two other members of the crew were injured. Flying Officer Cruickshank was struck in seventy-two places, receiving two serious wounds in the lungs and ten - penetrating wounds in the lower limbs. His aircraft was badly damaged and filled with the fumes of exploding shells. But he did not falter. He pressed home his attack, and released the depth charges himself, straddling the submarine perfectly. The U-boat was sunk. He then collapsed and the second pilot took over the controls. He recovered shortly afterwards and, though bleeding profusely, insisted on resuming command and retaining it until he was satisfied that the damaged aircraft was under control, that a course had been set for base and that all the necessary signals had been sent. Only then would he consent to receive .medical aid and have his wounds attended to. He refused morphia in case it might prevent him from carrying on. During the next five and a half hours of the return flight he several times lapsed into unconsciousness owing to loss of blood. When he came to, .his first thought on each occasion was for the safety of his aircraft and crew. The damaged aircraft eventually reached base but it was clear that an immediate landing would be a hazardous task for the wounded and less experienced second pilot. Although able to breathe only with the greatest difficulty, Flying Officer Cruickshank insisted on being carried forward and propped up in the second pilot's seat. For a full hour, in spite of his agony and ever-increasing weakness, he gave orders as necessary, refusing to allow the aircraft to be brought down until the conditions of light and sea made this possible without undue risk. With his assistance the aircraft was safely landed on the water. He then directed the taxying and beaching of the aircraft so that it could easily be salvaged. When the medical officer went on board, Flying Officer Cruickshank collapsed and he had to foe given a blood transfusion before he could be removed to hospital. By pressing home the second attack in his gravely wounded condition and continuing his exertions on the return journey with his strength failing all the time, he seriously prejudiced his chance of survival even if the aircraft safely reached its base. Throughout, he set an example of determination, fortitude and devotion to duty in keeping with the highest traditions of the Service."
He left the RAF in September 1946 to return to an earlier career in banking. He retired from this in 1977.
In March 2004 the Queen unveiled the first national monument to Coastal Command at Westminster Abbey, London. Cruickshank said in an interview after the ceremony: "When they told me that I was to get the VC it was unbelievable. Decorations didn't enter my head."
Four VC's were awarded to Coastal Command in the war; the others were posthumous.
He is a living recipient and the last surviving VC for action in World War II.
He is Vice Chairman of The Victoria Cross and George Cross Association along with Rambahadur Limbu.
Commander Scott Carpenter, USN (Ret.)
Awardee Year: 2012
Person Nominating: Nathan
CDR Scott Carpenter, USN (RET.) is one of the original Mercury astronauts. He is also a former VP pilot (VP-6), flying P2V Neptune’s.
He flew aboard the Mercury-Atlas 7 mission, becoming the 4th American in space and the second to orbit the earth.
After completion of his astronaut tour, CDR Carpenter joined the navy SEALAB program. This made him the only person ever designated as an astronaut and an aquanaut.
Upon graduation, he was accepted into the V-12 Navy College Training Program as an aviation cadet (V-12a), where he trained until the end of World War II. He returned to Boulder in November 1945 to study aeronautical engineering at the University of Colorado at Boulder. At the end of his senior year, he missed the final examination in heat transfer, leaving him one requirement short of a degree. After his Mercury flight, the university granted him the degree on grounds that, "His subsequent training as an Astronaut has more than made up for the deficiency in the subject of heat transfer."
On the eve of the Korean War, Carpenter was recruited by the USN's Direct Procurement Program (DPP), and reported to NAS Pensacola in the fall of 1949 for pre-flight and primary flight training. He earned his wings on April 19, 1951, in Corpus Christi, Texas. During his first tour of duty, on his first deployment, Carpenter flew Lockheed P2V Neptunes for Patrol Squadron SIX (VP-6) on reconnaissance and ASW (anti-submarine warfare) missions during the Korean War. Forward-based in Adak, Carpenter then flew surveillance missions along the Soviet and Chinese coasts during his second deployment; designated as PPC (patrol plane commander) for his third deployment, LTJG Carpenter was based with his squadron in Guam.
Carpenter was then appointed to the United States Naval Test Pilot School, class 13, at NAS Patuxent River in 1954. He continued at Patuxent until 1957, working as a test pilot in the Electronics Test Division; his next tour of duty was spent in Monterey, California, at the Navy Line School. In 1958, Carpenter was named Air Intelligence Officer for the USS Hornet.
After being chosen for Project Mercury in 1959, Carpenter served as backup pilot for John Glenn, who flew the first U.S. orbital mission aboard Friendship 7 in February 1962. When Deke Slayton was withdrawn on medical grounds from Project Mercury's second manned orbital flight (to be titled Delta 7), Carpenter was assigned to replace him. He flew into space on May 24, 1962, atop the Mercury-Atlas 7 rocket for a three-orbit science mission that lasted nearly five hours. His Aurora 7 spacecraft attained a maximum altitude of 164 miles (264 km) and an orbital velocity of 17,532 miles per hour (28,215 km/h).
Working through five onboard experiments dictated by the flight plan, Carpenter helped among other things to identify the mysterious 'fireflies' (which he renamed 'frostflies,' as they were in reality particles of frozen liquid around the craft), first observed by John Glenn during MA-6. Carpenter was the first American astronaut to eat solid food in space.
Chris Kraft, directing the flight from Florida considered Carpenter's "mission the most successful to date; everything had gone perfectly except for some overexpenditure of fuel" 
Unnoticed by ground control or pilot, however, this "overexpenditure of fuel" was caused by an intermittently malfunctioning pitch horizon scanner that would later malfunction at reentry. Still, NASA later reported that Carpenter had:
"exercised his manual controls with ease in a number of [required] spacecraft maneuvers and had made numerous and valuable observations in the interest of space science. . . . By the time he drifted near Hawaii on the third pass, Carpenter had successfully maintained more than 40 percent of his fuel in both the automatic and the manual tanks. According to mission rules, this ought to be quite enough hydrogen peroxide, reckoned Kraft, to thrust the capsule into the retrofire attitude, hold it, and then to reenter the atmosphere using either the automatic or the manual control system."
At the retrofire event, however, the pitch horizon scanner malfunctioned once more, forcing Carpenter to manually control his reentry ("The malfunction of the pitch horizon scanner circuit [a component of the automatic control system] dictated that the pilot manually control the spacecraft attitudes during this event." The PHS malfunction jerked the spacecraft off in yaw by 25 degrees to the right, accounting for 170 miles (270 km) of the overshoot; the delay caused by the automatic sequencer required Carpenter to fire the retrorockets manually. This effort took two pushes of the override button and accounted for another 15 to 20 miles (32 km) of the overshoot. The loss of thrust in the ripple pattern of the retros added another 60 miles (97 km), producing a 250-mile (400 km) overshoot.
Forty minutes after splashdown, Carpenter was located in his life raft, safe and in good health by Major Fred Brown under the command of the Puerto Rico Air National Guard, and recovered three hours later by the USS Intrepid.
Postflight analysis described the PHS malfunction as "mission critical" but noted that the pilot "adequately compensated" for "this anomaly . . . in subsequent inflight procedures.", confirming that backup systems—human pilots—could succeed when automatic systems fail.
Some memoirs have revived the simmering controversy over who or what, exactly, was to blame for the overshoot, suggesting, for example, that Carpenter was distracted by the science and engineering experiments dictated by the flight plan and by the well-reported fireflies phenomenon. Yet fuel consumption and other aspects of the vehicle operation were, during Project Mercury, as much, if not more, the responsibility of the ground controllers. Moreover, hardware malfunctions went unidentified, while organizational tensions between the astronaut office and the flight controller office — tensions that NASA did not resolve until the later Gemini and Apollo programs — may account for much of the latter-day criticism of Carpenter's performance during his flight.
Carpenter never flew another mission in space. After taking a leave of absence from the astronaut corps in the fall of 1963 to train for and participate in the Navy's Sealab program, Carpenter sustained a medically grounding injury to his left arm in a motorbike accident. After failing to regain mobility in his arm after two surgical interventions (in 1964 and 1967), Carpenter was ruled ineligible for spaceflight. He resigned from NASA in August 1967.[2
In July 1964 in Bermuda, Carpenter sustained a grounding injury from a motorbike accident while on leave from NASA to train for the Navy's SEALAB project. In 1965, for Sealab II, he spent 28 days living on the ocean floor off the coast of California. He returned to work at NASA as Executive Assistant to the Director of the Manned Spaceflight Center, then returned to the Navy's Deep Submergence Systems Project in 1967, based in Bethesda, Maryland, as a Director of Aquanaut Operations for Sealab III.
Carpenter retired from the Navy in 1969, after which he founded Sea Sciences, Inc., a corporation for developing programs for utilizing ocean resources and improving environmental health.
In 1962, Boulder community leaders dedicated Scott Carpenter Park and Pool in honor of native son turned Mercury astronaut. The Aurora 7 Elementary School, also in Boulder (at 3995 Aurora Ave.), was named for Carpenter's spacecraft.
Scott Carpenter Middle School in Westminster, Colorado was named in his honor, as was M. Scott Carpenter Elementary School in Old Bridge, New Jersey.
The Scott Carpenter Space Analog Station was placed on the ocean floor in 1997 & 1998. It was named in honor of his SEALAB work in the 1960s.
Captain Arnold J. Isbell
Awardee Year: 2012
Person Nominating: LCDR Rob Wilkerson
Arnold J. Isbell, born on 22 September 1899 in Quimby, Iowa, entered the Naval Academy on 24 July 1917 and graduated on 3 June 1920 (a year ahead of schedule due to acceleration of midshipman training during World War I) with class 21A of the Class of 1921. Isbell then served successive tours of duty in Melville (AD-2), Bath (AK-4), and the fast minelayers Ingraham (DM-9) and Burns (DM-11) before beginning flight instruction at the NAS Pensacola, Florida, on 30 June 1923. He then briefly served as an instructor there before reporting to Observation Squadron 1, based in the minelayer Aroostook (CM-3) which was then serving as an aircraft tender in November 1924. In March of the following year, he was transferred to the aviation unit of the battleship Tennessee (BB-43). Following two years of postgraduate work in ordnance back at the Naval Academy between the summers of 1926 and 1928, he received further flight instruction at Washington, D.C., under the supervision of the post graduate school, before going to sea with Torpedo Squadron IB in aircraft carrier Lexington (CV2).
Isbell then served in the Aviation Ordnance Section of the Bureau of Ordnance (BuOrd) in Washington before reporting to Newport News, Va., on 16 September 1933 to participate in the fitting out of the Navy\'s first aircraft carrier to be built as such from the keel up, Ranger (CV-4). Following a brief tour of duty in that ship, he served from 6 June 1934 to 9 June 1936 in carrier Saratoga (CV-3) as gunnery officer on the staff of Rear Admiral (later Vice Admiral) Henry V. Butler, Commander, Aircraft, Battle Force.
Isbell subsequently flew as executive officer of VP-7F based in aircraft tender USS Wright (AV-1) from 9 June 1936 to 1 June 1937 before commanding one of the five squadrons of the Aviation Training Department at NAS Pensacola, Florida, VN-4D8. While at Pensacola, he won the coveted Schiff Trophy, \"emblematic of maximum safety in aircraft operation.\"
In the early summer of 1939, Lt. Comdr. Isbell assumed command of VP-11 (later redesignated VP-54). The German invasion of Poland on 1 September 1939 found VP-54 based at NAS Norfolk, Virginia; engaged in biennial maintenance of its dozen PBY2 flying boats. Eight days later, a detachment of six planes departed NAS Norfolk, Virginia and arrived at Newport, R.I., their assigned base, that same day. The entire squadron resumed operations on NAS Norfolk, Virginia on 14 November 1939, relieving VP-53 on the Middle Atlantic Patrol.
During one of the flights his squadron conducted in the initial selection and survey of Army and Navy base sites in Newfoundland in the autumn of 1940sites obtained in the \"destroyers-for-bases\" deal of the summer beforeIsbell found himself in the path of a hurricane. In an attempt to evade the storm, Isbell skillfully maneuvered his aircraft in the murk until exceptionally strong headwinds forced him to make an emergency night landing on Prince Edward Island. Isbell took off before daybreak, despite fog and violent winds, and reached his destination without mishap. After completing his inspection over uninhabited regions and seacoast areas, Isbell returned to Newfoundland to carry out an aerial survey of Argentina, a place soon to become famous as the site of the \"Atlantic Charter\" conference. Isbell\'s expert airmanship and tenacious devotion to completing his mission resulted in his receiving the air medal.
Relieved of command of VP-54 on 15 April 1941, Isbell then served successive tours of duty in a staff capacityfirst for Commander, Patrol Wing, Support Force (16 April-2 October 1941) as that command\'s planes escorted North Atlantic convoys; then as chief of staff and aide for Rear Admirals E. D. McWhorter and A. D. Bernhard, Commander, Patrol Wings, Atlantic Fleet (3 October 1941-11 June 1942)before assuming command of NAS Sitka, Alaska, on 5 June 1942. Promoted to captain during his time in the Aleutians, Isbell then served briefly in BuOrd before assuming command of the escort carrier Card (CVE-11) on 17 April 1943.
For the next year, Card ranged the essential lifeline across the Atlantic to North Africa, earning together with her escorting destroyers, a Presidential Unit Citation under the resourceful \"Buster\" Isbell, who believed firmly in the potential of the CVE, maintaining that such a ship, together with her escorts, \"could most effectively whip the submarine menaceas an independent offensive group rather than as a mere tag-along protector of a single convoy.\" Isbell used the year he commanded Card wisely to vindicate his belief. As antisubmarine task group commander between 27 July and 9 November 1943, Isbell developed his escort carrier-destroyer unit into a powerful combat force, refining tactics to meet the operational demands imposed by a wily and tenacious foe and wresting the initiative from his hands. Card sought out the enemy undersea craft with relentless determination m a vigorous offensive and struck with a devastating coordinated action that destroyed eight U-boats between 7 August and 31 October 1943.
Detached from Card on 9 March 1944, Isbellwho had been awarded a Legion of Merit for his important work in Cardtook his intimate knowledge of combatting U-boats to Washington, where he served in the 10th Fleeta shipless \"fleet\" set up to research and develop tactics for antisubmarine warfare. Following this tour of shore dutywhich lasted into 1945Isbell was slated to receive command of a fast carrier. On 26 February 1945, he was ordered to the Pacific for temporary duty in Franklin (CV-13). On 13 March 1945, further orders directed him to relieve Capt. Thomas S. Combs as commanding officer of Yorktovm (CV-10). However, Capt. Isbell perished when a Japanese plane scored two bomb hits that touched off a conflagration in Franklin, the carrier in which he was embarked as a passenge roff Kyushu on 19 March 1945.
Rear Admiral Daniel J. Wolkensdorfer
Awardee Year: 2012
Person Nominating: Semko
Rear Admiral Daniel J. Wolkensdorfer was born in McCook, Nebraska on May 11, 1932. He earned a Bachelor of Science degree in Civil Engineering from the University of Nebraska in 1955 and was commissioned through the Naval Reserve Officer Training Corps at that school. He reported to the Naval Air Training Command in June 1955 and was designated a Naval Aviator in October 1956.
Rear Admiral Daniel Wolkensdorfer then completed two consecutive patrol squadron tours, first with VP-18 at NAS Jacksonville, Florida. and then with VP-11 at NAS Brunswick, Maine, both flying the P2 "Neptune" in July 1960, he reported to the Naval Postgraduate School, Monterey, California where he earned a Master of Science degree in Physics and was elected to the honorary research fraternity, Sigma Xi.
In November 1963, Rear Admiral Daniel Wolkensdorfer reported to his third VP squadron, VP-24 at NAS Norfolk, Virginia. Following his tour with VP-24. He served with the Commander Fleet Air Wings, U.S. Atlantic Fleet Staff as the Tactical Analysis Director of Task Group Delta. In February 1968, he received orders to the Center for Naval Analyses in Washington, D.C. where he served as a Study Director for Advanced ASW Projects until April 1971 when he reported to VP-47 at NAS Moffett Field, California. He commanded that P-3C squadron from April 1972 to April 1973.
Rear Admiral Daniel Wolkensdorfer was then assigned to the staff of Commander Patrol Wings, U.S. Pacific Fleet until July 1973, when he reported to the Industrial College of the Armed Forces. Upon graduation in June 1974, he reported to VP-30 and assumed command of that squadron in January 1975.
In May 1976, he reported as Head of the Air Branch of the Antisubmarine Warfare Division of the Antisubmarine Warfare and Ocean Survel1lance Programs Office for the Chief of Naval Operations. From September 1978 to July 1980, he served as CPW-2 at NAS Barbers Point, Hawaii. In July 1980, he returned to Washington, D.C., to serve as Deputy Manager, Antisubmarine Warfare Systems Project. In August 1981, he reported to the U.S. Naval War College. Newport, Rhode Island, to serve as a Fellow with the Strategic Studies Group. Admiral Wolkensdorfer assumed command of Patrol Wings, U.S. Pacific Fleet on 30 September 1982.
Rear Admiral Daniel Wolkensdorfer retired from the Navy in January 1991 as a rear admiral, spent much of his 35-year career in ASW planning, acquisition, testing and operations. He contributed greatly to acoustic ASW, research, development and advocacy. After he retired, he continued to work as a government contractor continuing to pursue the latest technology and getting it to the Fleet.
Captain Fernald Anderson
Awardee Year: 2011
Person Nominating: William Anderson
I am Colonel William T. Anderson USMC (Ret.), the son of Capt. F. P. Anderson USN (Ret.), 1915-2005. I would like to nominate him based upon the following information:
Deployed to the Southwest Pacific from September 1943 to February 1944, Capt. Anderson held several leadership positions in VPB-33, a squadron that flew PBY-5 Catalina seaplanes referred to as "Black Cats" for their black non-reflective paint and the ability to attack Japanese strongholds and ships at night deep behind enemy lines. During September 1944 while Capt. Anderson was the Commanding Officer, VPB-33 sank or destroyed 103,500 tons of valuable enemy shipping and damaged an additional 53,000 tons. This was the highest one-month total achieved by any WW II flying unit. For this feat, the squadron received the Presidential Unit Citation and Capt. Anderson was awarded the Legion of Merit with Combat "V". It was also during this period that Captain Anderson earned personally the Distinguished Flying Cross for attacking and sinking a Japanese tanker and its escort despite intense antiaircraft fire damaging his aircraft.
Designated a Naval Aviator on May 8, 1942, Capt. Anderson was assigned to VP-33 as it was forming in NAS Norfolk, Virginia. In August 1942, VP-33 was ordered to the Panama Canal Zone and participated in anti-submarine operations protecting the Panama Canal. For his conduct during this deployment, Capt. Anderson was awarded the Cross of Boyaca by the Government of Columbia.
Re-designated VPB-33, the squadron deployed to the Southwest Pacific via Hawaii and Australia in August 1943. The squadron participated in every campaign in this combat theater of operations until February 1945 following the liberation of the Philippines. In addition to the combat sorties deep into enemy territory, these operations included regular daytime patrols and rescue missions As reported in the 1992 book, Black Cats with Wings of Gold by A. J. Mueller, VPB-33 ”became the most highly decorated squadron in the Pacific Area of Operations". The exploits of VPB-33 were the subject of a 1999 Birds of a Feather video production entitled "Black Cats" that has been aired on various cable television channels.
Following his return to the United States in March 1945, Capt. Anderson served in several aviation training assignments, most notably as Executive Officer, NAS Brunswick, Maine. In March 1948 he reported for duty with VX-4 and participated in hurricane tracking. Eventually, he reported to Air Borne Early Warning Squadron One (VPW-1), NAS North Island, San Diego, California, as the Executive Officer. Re-designated VP-51, VPW-1 was the Navy's first dedicated land-based airborne early warning (AEW) squadron flying the Navy's variant of the Army Air Forces radar-equipped EB-17G or PB-1W.
After a tour of shore duty at the Naval Research Laboratory, Washington, D.C., as Program Officer and Atomic Energy Commission Liaison, Capt. Anderson returned to flying in June 1952 when he became the first Commanding Officer of the new AEW Squadron One (VW-1). During Capt. Anderson's tour, VW-1 participated in combat operations in Korea and transitioned from the PB-1W to the Lockheed Constellation (WV-2) in December 1952.
Mr. Jay Beasley
Awardee Year: 2011
Person Nominating: CDR Tom Clarke, USN (Ret.)
Jay Beasley was born in Waxahachie, Texas August 9, 1914.
Jay Beasley was an "Airport Brat" in Fort Worth starting at the age of 13.
Flew his first solo flight in a Curtis Pusher in 1932.
Did some barnstorming, instructing and crop dusting in the 1930's--sometimes worked as mechanic when money ran low.
In 1942 flew as Army Air Corps civilian ferry pilot.
Came to Lockheed as test pilot early 1943.
Joined American Airlines as 1st Officer in 1945. Furloughed in December 1947.
Flew as Corporate Chief Pilot for Ibex Corporation until 1952 when he rejoined Lockheed.
Retired from Lockheed in August 1975.
Came back to Lockheed as consultant at request of Navy in 1978--travelling lecturer.
Started flying again in 1980 (at age 65) as instructor--continued until 28 September 1984 (date of last flight).
Jay was aiming for 31,500 P-3 landings--missed by 3--the 28 September flight brought total to 31,497.
Although Jay has had to retire his wings, he will continue to tour U. S. Naval Facilities giving lecturers to P-3 Naval Aviators.
Jay passed away in 1996 at Jacksonville Officer's Club of heart failure.
Jay is survived by his son Jay Jr., a retired Naval Reserve Captain, who flys for American Airlines.
Chief Petty Officer Carl Creamer
Awardee Year: 2011
Person Nominating: Roger Creamer
Carl Edward Creamer
United States Navy Retired
3 Sep. 1940 - 01 Jul. 1960
2 June 1942 a PBY-5A from VP-41 had set out on a patrol the first seven hours of which without incident, when suddenly the crew found themselves overwhelmed by Japanese Fighter Aircraft. The aircraft had suffered severe damage with one engine shot out. The aircraft was soon on its way down. Three of the nine crewmembers were lost when one of the two life rafts sunk. The Pilot, LTJG Cusick and another crew member died shortly after the incident of exposure leaving only three survivors Wylie Hunt, Joe Brown and Carl Creamer. The three drifted in the darkness until they were picked up by a Japanese Naval vessel. They would survive the horrors and atrocities of the remainder of the war as Prisoners of War.
The Japanese took Creamer prisoner after his PBY was shot down over the Bering Sea during World War II. One of three survivors from the crew of nine, he was picked up by a Japanese cruiser and moved through seven Japanese POW camps before the end of the war. He retired from the Navy in 1960
. Born 26 January, 1921.
. Parents, Lola and Forrest Creamer. Portis, Kansas (Forrest Creamer, US Army, EX-POW Germany WW-1)
. Completed education to grade 8 in Kansas, Moved to Idaho in 1935 and completed 4 years of High School.
. 03 September, 1940, joined the US Navy in Twin Falls Idaho. AFEES in Salt Lake City, Utah. Boot Camp and Ordnance "A" School in San Diego, California.- Seaman Apprentice, S 2/c, S1/c
. 03 March 1941, Ordered to VP-41 Seattle Washington - PBY4 Beaching "Boot" crew and short deployment to Sitka, Alaska - AOM3
. June 1941, Deployed with VP 41Kodiak, Alaska. On Kodiak Island December 7th, 1941. - AOM3
. 24 May 1942, VP 41 receives PBY5A aircraft and moved to Dutch Harbor, Alaska.
. 02 June 1942, Assigned to a VP 41 flight crew.
. 03 June 1942, VP 41 PBY5A On patrol, shot down by Japanese fighters. One of three survivors of a nine man crew continued to stay afloat in the Bering Sea for four hours. Picked up by the Japanese cruiser Takao, and taken as prisoner of war, to Ofuna, Japan. (Note: Petty Officer Creamer's father, Forrest Creamer had been a Prisoner of War of the Germans in WW I) - AOM3
. 09 September 1945, US Naval Hospital, Seattle Washington. For rehabilitation. - AOM3
. 10/1944, Presidential Appointment to Chief Petty Officer. - AOC
. 03/1946, Transferred to NAS Sand Point, Seattle Washington as Asst. Base MAA and Ordnance Chief in Charge of Pistol, Rifle, Machine Gun, Skeet Ranges and Magazines. Also Chief of Transportation, Vehicles and Driver testing. - AOC
. 10/1948, Fleet Composite Squadron Five. Transferred to NAS Moffett Field California as Special Weapons Chief in charge of all ABC, including crew training, records and ABC handling equipment. Also ABC Defense Chief. - AOC
. 02/1951, Heavy Attack Training Unit One, Norfolk, VA. Chief of Ordnance records in Special Weapons and ABC Handling Equipment, including Inventory, maintenance and repair. - AOC
. 01/1952, Fleet Aircraft Service Squadron 51, NAAS Sanford, Florida. - AOC
. 03/1953, Temporary Presidential Appointment to Gunner, Warrant Officer Pay Grade One. Designator as 7212. Transferred to USS Cabot CVL 28, Philadelphia Naval Ship Yard as Aircraft Ordnance and Training Officer. - Gunner
. 04/1954, Reversion to Enlisted Status, Aviation Ordnance Chief, to be continued on active duty. Transferred to NAS Quonset Point for processing. - Gunner/AOC
. 06/1954, Fleet Composite Squadron 62, Jacksonville, FL, Leading Chief and Training - AOC
. Attack Squadron 106, NAS Cecil Field, Jacksonville, FL, Ordnance Chief - AOC
. USNAAS Barin Field, Foley, AL, Ordnance Chief and CPO Club Manager - AOC
. Attack Squadron 196, NAS Moffett Field, Sunnyvale, CA - FFT Attack Squadron 152, NAS Alameda, CA - AOC
. 01 July 1960, Transferred to Fleet Reserve
AOC Creamer maintained association with Shipmates while attending American Legion, and American Ex-Prisoner of War functions immediately following his transfer to the Fleet Reserve. He also attended PatWing 4 and VP-41's 50th and final squadron reunion in 1999, where he met and shook the hand of the Japanese Zero pilot that shot him and the crew of his PBY5A from the sky on June 3rd 1942.
There have been books written about his capture and interment in Japan.
. “We Stole to Live,” by Joseph Rust Brown
. “The Thousand-Mile War: WWII in the Aleutians,” by Brian Garfield
. “War Comes to Alaska: The Dutch Harbor Attack,” by Norman Rouke
He has continued to volunteer to speak at ceremonies and recognitions of Ex-Prisoners of War and MIA's, most recently aboard NAS Jacksonville, FL and Kings Bay Naval Submarine bases.
AOC Carl Edward Creamer has two sons; both retired US Navy Chief Petty Officers. He and they share a combined US Navy affiliation of 66 years between 1940 and 1995. AOC Creamer passed from this life, transferred to the Supreme Commander August 23, 2012. His wife, Jeanette, resides in Jacksonville, Florida.
Captain Norman "Bus" Miller
Awardee Year: 2011
Person Nominating: Alan C. Carey
Commander Norman "Bus" Miller
Commanding Officer VB-109 August 1943-August 1944
Location Central Pacific
Two naval aviators from the Tar Heel State received the Navy Cross, the naval equivalent of the Distinguished Service Cross, for actions during World War II. Winston-Salem’s Commander Norman Mickey “Bus” Miller led VB-109—a Navy PB4Y Liberator bombing squadron—in the Pacific theater. An exceptionally brave and skillful pilot, Miller is credited with the astonishing feat of destroying or damaging sixty-six Japanese
vessels, not including small craft! In addition to his Navy Cross, he earned at least fourteen other military medals and awards.
6 Distinguished Flying Crosses
6 Air Medals
Two Letters of Commendation from the Secretary of the Navy and Admiral Nimitz
Presidential Unit Citation VB-109
American Defense Service Medal
American Area Campaign Medal
Asiatic-Pacific Area Campaign Medal with 3 Bronze Stars
World War II Victory Medal
Commander Norman "Bus" Mickey Miller
Born February 1, 1908 - Winston-Salem, North Carolina
Died May 21, 1946 - Corona Naval Hospital, California, of tuberculosis contracted in the South Pacific. Buried in Arlington National Cemetery. Promoted to Captain posthumously.
R.J. Reynolds High School - Class of 1926
Naval Academy - Class of 1931
Naval Aviator - Designated 1934
Captain Miller took command of Bombing Squadron 109 in 1943 with the rank of Commander. This squadron consisted of 15 B-24 (PB4Y-1) planes with 57 officers and 148 enlisted men. Between December 31, 1943 and August 16, 1944, his planes sank 20 Japanese ships, probably sunk or damaged 46 other enemy surface craft as well as destroying installations and aircraft on many South Pacific Islands. Some of the islands included Truk, Kwajalein, Puluwat, Saipan and Iwo Jima.
He retired from the Pacific war zone with several letters of congratulations including one from Admiral Chester Nimitz, Commander- in-Chief, U.S. Pacific Fleet: "It is enough to say that the enemy will be glad you have left the forward area. Congratulations on an outstanding tour of combat duty. Well done."
He was buried with full military honors in Arlington National Cemetery (Section 6, Grave 5015-A. )
Admiral Thomas Moorer
Awardee Year: 2011
Person Nominating: CAPT James Wyatt
Retired Adm. Thomas Moorer, chairman of the Joint Chiefs of Staff from July 1970 to June 1974 and Chief of Naval Operations from 1967 to 1970, died Feb. 5  at the National Naval Medical Center in Bethesda, Md. He was 91.
The 41-year Navy veteran retired from active duty in 1974, ending a distinguished career that included service as the seventh chairman of the Joint Chiefs of Staff and 18th Chief of Naval Operations.
Moorer was serving with Patrol Squadron (VP) 22 at Pearl Harbor, Hawaii, when the Japanese attacked in December 1941. His squadron subsequently participated in the Dutch East Indies Campaign in the Southwest Pacific, where he flew numerous combat missions. Moorer received a Purple Heart after being shot down and wounded off the coast of Australia in February 1942 and then surviving an attack on the rescue ship, which was sunk by enemy action the same day.
Moorer received the Distinguished Flying Cross for his valor three months later, when he braved Japanese air superiority to fly supplies into and evacuate wounded out of the island of Timor.
Promoted to vice admiral in 1962, Moorer took command of U.S. 7th Fleet, and in June 1964 became commander in chief of the Pacific Fleet as a full admiral. One year later, he took command of NATO's U.S. Atlantic Command and the U.S. Atlantic Fleet, becoming the first naval officer to command both the Pacific and Atlantic Fleets. President Johnson appointed him Chief of Naval Operations in 1967, and after serving almost three years, President Nixon selected him to be chairman of the Joints Chiefs of Staff -- the first naval officer to hold this position in 13 years.
Vice Admiral Edward Waller
Awardee Year: 2011
Person Nominating: Tom Spink
1.VADM Ed Waller was the guest speaker at the VP Officer's Reunion, West Coast, in late October. He spoke of his career and he was the right man at the right place and the right time to bring airborne ASW out of the past and into the future.
2. During my active duty career extending from 1971 through 1994, VADM Waller was virtually a legend within the MPA community. I had the pleasure of meeting him only once but his name and reputation for personal excellence and dedication to advancing the ASW cause was unsurpassed.
I am sure many others who knew this fine gentleman better than I will nominate him for this honor but I wanted to be sure that the review committee understood that VADM Waller's remarkable reputation extended down to the deckplate.
3. Vice Admiral Waller entered the U.S. Naval Academy from Coronado, Calif., graduating in June of 1949. He reported for flight training, receiving his “Wings of Gold” in March 1951. He was then assigned to Patrol Squadron 50 and made two deployments in support of the Korean War.
Vice Admiral Waller then entered the U.S. Naval Postgraduate School in June 1954 and received a B.S. in Aeronautical Engineering and an M.S. in Electrical Engineering. He then served a tour with VX-1 in Key West, Fla., followed by attendance at the U.S. Naval War College, Newport, R.I. He rejoined the VP community with a tour in VP-48 in San Diego, Calif. In 1962, he as selected to attend Test Pilot School at the Naval Air Test Center in Patuxent River, Md., receiving the Navy League Award as Outstanding Student in his class. He remained at the Test Center as Program Officer of Project A-NEW, the Air ASW System Project, which led to the development of the P-3C and S-3A. From 1965 to 1967, he served as Executive Officer and Commanding Officer of VP-44 at Patuxent River.
Vice Admiral Waller was then assigned to Naval Air Systems Command Headquarters in Washington, D.C. as Project Manager for the P-3 Weapons System, having primary responsibility for the development of the P-3C. In September of 1970, after graduating with distinction from the Industrial College of the Armed Forces, he assumed command of the Amphibious Cargo Ship USS Charleston (LKA 113) and was assigned to carry the first Seabees and construction materials to the island of Diego Garcia in the Indian Ocean, circumnavigating the globe on the return to Norfolk, Va.
Vice Admiral Waller was selected for Flag Rank in 1971 and ordered to NAS Moffett Field, Calif. as Commander Fleet Air Wings, Pacific. In December 1972 he returned to Washington to assume command of the ASW Systems Project Office in the Naval Material Command, with additional duty as head of the ASW Division, Office of the Chief of Naval Operations.
Vice Admiral Waller assumed command of the United States Third Fleet at Pearl Harbor in October 1979 and in 1981, he was named the 50th Superintendent of the U.S. Naval Academy. He retired from the Navy on September 1st, 1983. His awards include two Distinguished Service Medals and four awards of the Legion of Merit.
Vice Admiral Waller joined the Lockheed-California Company in 1984 and was named Vice President and General Manager Government Systems, followed by appointment as Vice President, ASW Systems. Following retirement from Lockheed in 1991he consulted in the Washington area.
He is married to the former Margaret Clifford Gelly of Brentwood, Calif.They have 4 children, a son who is a Naval Aviator, and 3 daughters. They reside in St. Michaels, Md.