Could this signal a return to Grande Island, the Chuck Wagon and Magsaysay Boulevard?

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Sailors and Marines who served at the Subic Bay Naval Complex, Philippines, during the 60s-90s will fondly recall the above mentioned destinations, respectively: a tropical island retreat; a grungy country western bar; and Olongapo City’s main drag. After last week’s ruling by the Philippine Supreme Court, U.S. Forces could once again be stationed on Philippine soil after a two-decade absence. (Although I suspect that Grande, “the Wagon” and Magsaysay are vastly different now). Details of the Court’s ruling have yet to be ironed out, however, one thing is clear: the Philippine government needs America’s military presence to counter Communist China’s unchecked dominance in the South China Sea (SCS). China has been aggressively dredging the SCS floor and pumping those sands on to numerous reefs in an effort to “build” sovereign islands in locations currently claimed by the Philippines, Vietnam, Malaysia, Brunei and Indonesia. Airstrip and radar facilities have already been constructed on at least one of these man-made formations. Several vital issues are at stake for the Philippine people: fishing rights currently protected under United Nations Law; claims to oil and gas exploration areas; commercial shipping lanes; and free fly-over zones for military and commercial aircraft. The Obama administration wisely expanded a Visiting Forces Agreement with the Philippines in 2014. Likewise, our State Department’s willingness to negotiate the return of U.S. Forces to the Philippines should be commended as well.

For more details on this topic, you can click the following link:

http://nationalinterest.org/blog/the-buzz/beijing-remains-%E2%80%98undeterred%E2%80%99-the-south-china-sea-14863?

 

 

Aviation technology advances during the last three decades

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“What’s it doing now?!!!” was a phrase uttered frequently by pilots when introduced to new the generation of computerized aircraft like the Boeing 757 and Airbus 320 during the 1980s. Imagine a plane that could fly itself precisely from point-to-point, automatically descend on the most fuel-efficient profile, and then land without the pilot ever having to touch the flight controls or engine throttles! What sounds blasé now was such an intimidating thought that many seasoned pilots avoided checking out in these new jets, preferring instead to fly the venerable 727 or 737 – aircraft flown more hands-on, or in aviator speak by “stick and rudder.”

Aviation technology has advanced dramatically during the last thirty years with the advent of stronger, lighter materials and the use of computerized automation. For instance, the Pratt-Whitney PW2000 series engine – installed on the Boeing 757 and Air Force C17 Globemaster – generates nearly three times the thrust that the original 727 engine did, while consuming about the same amount of fuel per hour. Likewise, composite airframe components, when used in place of heavier aluminum and steel, save airlines millions of gallons of fuel each year. Navigating by inertial reference units (IRU) and GPS allow aircraft to fly more direct (read faster and cheaper) routes. Prior to IRU and GPS, airliners relied on ground-based navigation aides while over land, or when transiting the ocean, by employing a navigator who fixed a position using the sun and stars. Fly-by-wire technology, used exclusively on modern Airbus equipment, eliminates flight control cables and mechanical fuel control systems. With fewer moving parts, these electronic features are proving to be more reliable than the ones they replaced.

Overall, commercial aviation is safer and more efficient than ever. And the advancements haven’t been limited to just airplane hardware. Savvy travelers can now surf websites like Priceline to cherry pick the best fares, check-in online, and then at the gate, perform a paperless scan of their boarding pass using a smart phone.

To answer that perplexed pilot who once asked “What’s it doing now,” I’d have to say that “it” is doing just fine, and making life better for all who step onboard an airplane.

 

 

USS Oriskany

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Recently visited the USS Oriskany Memorial in Oriskany, NY. History buffs will recall that the Battle of Oriskany was a critical engagement during the Revolutionary War. While growing up in upstate NY, I never realized how many local towns have shared namesakes with U.S. Navy ships - Oriskany, Herkimer and Saratoga to name a few. Please follow this link for more on the "Mighty O."   http://www.navy.mil/navydata/nav_legacy.asp?id=51

Reflecting on 30 years as an Airline Pilot …

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Looking back, September 20,1985 was a seminal day for me and my family as we tossed off the security blanket of a naval career and leapt into the unpredictable business of commercial aviation. The airlines were booming at that time, and fortunately, three different outfits offered me employment. Northwest Airlines, based in St. Paul, Minnesota, was the best fit so that’s where I headed. I left my family behind on a sunny, 85-degree day in San Diego and travelled to the Twin Cities. On check-in day at Northwest - still officially summer, mind you - the Midwest sky darkened and promptly unloaded three inches of wet snow. Was that possibly an omen of things to come?

Northwest was a unique airline. The company was not very large − comprised of roughly 2200 pilots then - but NWA held an asset coveted by the bigger carriers: its extensive and very lucrative Pacific route system. When United took over Pan American’s Pacific operation in late '85, that event seemed to trigger a series of other mergers: Northwest purchased Republic; Delta grabbed Western; USAir hooked up with Piedmont… and the list went on. Does anyone remember the names Ozark, Air Cal or PSA? How about proud pioneers like TWA and Eastern? Sadly, all went the way of rotary dial phones and leisure suits.

Industry consolidation continues today. United and Continental have joined, as have USAir and American. Five years have passed since I traded my steel-blue Northwest uniform for the double-breasted look of Delta. Instead of that tight group of 2200 aviators, I’m now part of a globe-circling enterprise with nearly 13,000 pilots. The last 30 years have been a turbulent ride for sure - with labor strikes, two mergers, numerous pay cuts, a bankruptcy, and thousands of nights away from home. Bottom line, though, it's been a great job and I'd do it all over again in a New York minute.

Next month: Aviation technology advances during the last three decades

Rotorboys Power Point at USNA Alumni Assoc. Hampton Roads Chapter

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Had a wonderful time speaking to about fifty alums and other guests at the USNAAA Hampton Roads Chapter on June 17. Great response to my novel and even sold a few books!  It was an added treat to see '73 classmates Bill Ungvarsky and wife Lynie, along with Ken Berger and Frank McBride.

A special thanks goes out to Brad McDonald '77 who coordinated the event, and also to chapter president Dick Enderly '71. Go Navy!

Power Point presentation to San Diego USNA Alumni

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Thanks to all who attended my Keynote on Feb. 17th, which detailed the research and backstory that went into writing Rotorboys. A spirited discussion followed as members recalled their own experiences operating in WestPac during the Marcos era. Also talked about the sequel, which focuses on terrorist activities conducted by Abu Sayyaf, an al-Qaeda trained group in the southern Philippine Islands.

Helicopters - Man vs. Machine

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The U.S. Navy recently deployed its first helicopter drone onboard the littoral combat ship, USS Fort Worth.

HSM-35, based in NAS North Island, CA, operates the unmanned rotorcraft, along with a conventional two-piloted H-60 Seahawk. While this historic achievement is celebrated, there is a sobering downside for aspiring rotorheads: As “remote controlled whirlybirds” become more common, fewer actual pilots will be needed. This machine appears to be gaining fast on its creator!

Follow this link for more: http://www.utsandiego.com/news/2014/nov/17/fortworth-firescout-deployment-helicopter-drone/