Naval Aviation Quotes

He told me how he had first met her during the war and then lost her and won her back, and about their marriage and then about something tragic that had happened to them at St-Raphael about a year ago. This first version that he told me of Zelda . and a French naval aviator falling in love was truly a sad story and I believe it was a true story. Later he told me other versions of it as though trying them for use in a novel, but none was as sad as this first one and I always believed the first one, although any of them might have been true. They were better told each time; but they never hurt you the same way the first one did.

All family stories are important, just as all people are important, and they deserve to be passed along.

President Obama dropped the term 'war on terror', and rightly so. Terrorism is not an enemy but a type of warfare that may or may not be adopted by an enemy. Imagine if, after Pearl Harbor, an attack that relied on aircraft carriers, President Roosevelt had declared a global war on naval aviation. By focusing on terrorism instead of al Qaeda or radical Islam, Bush elevated a specific kind of assault to a position that shaped American global strategy, which left the United States strategically off-balance. Obama may have clarified the nomenclature, but he left in place a significant portion of the imbalance, which is an obsession with the threat of terrorist attacks. As we consider presidential options in the coming decade, it appears imperative that we clear up just how much of a threat terrorism actually presents and what that threat means for U.S. policy.

Yet even now he looked on his days as mayor -- not governor or lieutenant governor or baseball team owner or naval aviator -- as the best job he'd ever had.

some prominent aviation museums across India including the HAL Museum in Bangalore, the Indian Air Force Museum in Delhi and the Naval Aviation Museum in Goa which are storehouses of information

America’s last step into the Vietnam quagmire came on November 22, 1963, when Lyndon Baines Johnson was sworn in as the thirty-sixth president of the United States. Unlike Kennedy, Johnson was no real veteran. During World War II he used his influence as a congressman to become a naval officer, and, despite an utter lack of military training, he arranged a direct commission as a lieutenant commander. Fully aware that “combat” exposure would make him more electable, the ambitious Johnson managed an appointment to an observation team that was traveling to the Pacific. Once there, he was able to get a seat on a B-26 combat mission near New Guinea. The bomber had to turn back due to mechanical problems and briefly came under attack from Japanese fighters. The pilot got the damaged plane safely back to its base and Johnson left the very next day. This nonevent, which LBJ had absolutely no active part of, turned into his war story. The engine had been “knocked out” by enemy fighters, not simply a routine malfunction; he, LBJ, had been part of a “suicide mission,” not just riding along as baggage. The fabrication grew over time, including, according to LBJ, the nickname of “Raider” Johnson given to him by the awestruck 22nd Bomber Group.

Joe Jr. had been a student at Harvard Law School when he left to enlist in the United States Naval Reserve in June 1941, six months before the U.S. would enter the war. As a naval aviator, he completed twenty-five combat missions and had the option of returning home. Instead, he volunteered for a secret mission known as Operation Aphrodite. Joe Jr.’s plane exploded, killing the eldest Kennedy son.

Naval Warfare: For surface vessels and even submarines there was much continuity between the First and Second World Wars. The battleships, cruisers, destroyers, and submarines of the 1939-45 period were generally bigger, faster, and better armed than their 1914-18 predecessors but not fundamentally different. Indeed, they had not changed much since the Russo-Japanese War of 1905. Yet naval warfare was nevertheless transformed by the introduction of aviation. Fleets that were once built around battleships came to be built around aircraft carriers instead. Aircraft proved superior not just to conventional surface ships but also, in the Battle of the Atlantic, to submarines as well. German U-boats preying on Allied shipping were foiled through a variety of means including convoying of merchants ships and the use of radar and sonar. But the weapon that proved most effective was an aircraft dropping depth charges. The dispatch of long-range B-24s equipped with the latest radar to patrol the North Atlantic in 1943 helped to turn the tide against the U-boats. The proliferation of small escort carriers also allowed air cover for convoys even in the middle of the ocean. Submarines proved more effective in teh Pacific, where the vast distances precluded effective patrolling by aircraft and where the Japanese did not devleop the types of advanced antisubmarine techniques employed by the Allies in the Atlantic. U.S. submarines took a heavy toll on Japanese merchantmen and warships alike once they managed to fix the problems that bedeviled their Mark 14 torpedo early in the war. "A force comprising less than 2 percent of U.S. Navy personnel," naval historian Ronald Spector would write of U.S. submariners, "had accounted for 55 percent of Japan's losses at sea." The torpedo, whether launched by submarines, surface ships, or airplanes, proved the biggest ship-killer of the war.

Some has been written about the reaction of our forces to the bombing of the “highway to death.” The criticism revolves around the lack of apparent remorse or guilt, and perhaps even bloodlust, at bombing the relatively easy targets. Everybody reacts to the stress of war and life and death decisions differently, and to narrow the image one would construct of an individual to his reaction immediately following the events of any battle is superficial and simplistic. Naval aviators are a strange mix of people—utterly homogeneous in certain respects, particularly to the casual observer, and radically different in their core and substance. Very few naval aviators show honest emotion easily; they’re not supposed to fracture the military bearing that has been instilled in them through years of training and detached experience under the stress of carrier aviation. Anger is the easiest emotion to display because it is the natural, instinctual outlet for stress and fear. But even expressions of anger might be as diverse in their reaction to a common event as physical violence or the mere raising of a voice. Most emotion comes out at the officers’ club, or on liberty in a foreign port, where the beer either softens or heightens aviators’ feelings to the edges of their flexibility, which often is not very far. Virtually all naval aviators are college graduates—some from state colleges, some from the Naval Academy, even a few Ivy Leaguers. This is their greatest obvious commonality—a college degree and mutual survival of the weeding-out process to get where they are in the navy. Many are religious, many are not, and the greatest of the values shared by the men is a trust in their comrades, a dedication to their country, and an absolute focus on their mission. It is exceedingly difficult most times for an outsider to register where a naval aviator is “coming from.” The uniform, the haircut, and the navy-speak contribute enormously to the building of a stereotype. So do the mannerisms of each individual; some express the control of emotion in reserved stoicism, others in an outburst of emotional release through inappropriate laughter or anger. Still others never express emotion at all. But the emotion is there, it has to be; despite years of training and desensitizing to hide the race of the heart and the sickening chill in the stomach, anyone who has landed on an aircraft carrier, never mind fought in a war, knows what fear and exhilarating intensity are.

Today we say goodbye to a proud warrior. As we leave, each of us will take our members of [USS} Midway with us...you guys were the 'Magic.' It was a privilege to sail with you.

Hidden in my desire to become a naval aviator was something more complex: a personal engagement with the problem of violence that expressed itself at first in military fantasies and then, over a period of many years, resolved itself in the pacifism I aspire to today.

Naval aviation, they believed, was not inherently dangerous. Sure, there were risks, but if you were good—really good, like they were—nothing bad would happen.

It seemed that the naval aviation community hadn’t considered the likelihood of an F-14 engaging a helicopter. Thus, when McElraft radioed confirmation of Broce’s kill, he reported: “Uh, splash one, uhhhh…helicopter!

They served at nine hundred different shore stations across the United States not simply in clerical roles but as aviation machinists, control tower operators, statisticians, cryptographers, and weather forecasters. Predictably Congress was initially opposed to the idea of women serving in the navy, but thanks to the efforts of First Lady of the United States, Eleanor Roosevelt, a bill establishing a women’s reserve as a branch of the Naval Reserve was enacted in 1942. As indoctrination into navy life, Odette and other candidates took courses while stationed at Smith in naval history and organization, ships and aircraft, and law and communications. An hour and a half was spent each day either in military drill or in the gymnasium. Women who were not up to standards were quickly billeted out. Subsequent to graduation in February of 1943, Odette was sent to US Naval Training

head and a good stick who was probably as good as you were in the air – well, it gave me pause. But then that great

Naval aviation and America’s submarine force would continue their ascension as both spear point and deterrent, but for the fleet admirals, September 2, 1945, was the apex of their careers.

There were three kinds of students going through Pre Flight in Pensacola. First, there were the OIs or Officers under Instruction. They were already commissioned Naval Academy or NROTC, and lived as junior officers. Next were the AOCs or Aviation Officer Candidates. They had college degrees and were commissioned as Ensigns upon graduation from Pre Flight. During Pre Flight training they were officially cadets and treated as such. Last and probably least were the NAVCADS. At the end of Pre Flight, they received a letter of completion and stayed cadets until they completed flight training. Only then were they commissioned. Each class was made up exclusively of one type of student. That is, even in Pre Flight NAVCADS and AOCs were not mixed together in a class. There is a book titled “The Second Luckiest Pilot in the World”, an anthology of flying stories. One chapter was about a NAVCAD going through flight training in the late forties. The author nailed it when he wrote that NAVCADS were in their own world. The officers didn’t associate with them because they weren’t officers. The enlisted guys didn’t associate with them because they were going to be officers. The result was a very tight knit group.

He wanted them to soar. To find, if not heaven, then at least happiness. Oh, I have slipped the surly bonds of earth,” said Gamache. “You quoted the poem ‘High Flight’ when we first talked.” “Charles’s favorite. He was a naval aviator in the war. And danced the skies on laughter silvered wings. Beautiful.