Pacific wings

The key asset that allows CVW-5 to power project in the Seventh Fleet’s ‘neighbourhood’ is the 86,000 tonne aircraft carrier USS Kitty Hawk (CV-63), which has been the air wing’s home when at sea for the past decade. Commissioned some 47 years ago, and a veteran of conflicts in Vietnam, Iraq and Afghanistan, Kitty Hawk is presently the US Navy’s oldest frontline warship. In June-July this year the venerable flat top is due to be replaced by the Nimitz class carrier USS George Washington (CVN-73).

When not embarked, CVW-5 is based at Naval Air Facility (NAF) Atsugi, in the Tokyo/Yokohama metropolitan district. Built by the Imperial Japanese Navy in 1938, this facility has been theUS Navy’s primary naval air station in the Far East since December 1950.

Situated in the heart of the Kanto Plain on the island of Honshu, NAF Atsugi has become surrounded by housing and industry over the past 35 years. This has had a detrimental impact on CVW‑5’s flying activities when ashore, so the US Navy plans to transfer CVW-5 to Marine Corps Air Station Iwakuni, almost 1000km west of Tokyo, by 2014. “Imagine if the US Navy put a base in New York City’s Central Park,” explained former VAQ-136 ‘Gauntlets’ electronic counter-measures officer (ECMO) Lt Cdr Peter Fey. “There would be hell to pay, and that’s essentially the problem facing CVW-5.

Tokyo has the biggest population density in the world, and we’ve got an air station in the middle of the Kanto plain! The local population don’t take too lightly to FCLPs (field carrier landing practice), which is why CVW-5 has to go to Iwo Jima. ” But for now the focus is on the transition to the USS George Washington, and with the Kitty Hawk undergoing maintenance for the first five months of 2007 CV-63 kept itself busy exercising with allied nations in the Seventh Fleet’s AOR, including Australia.

Immediately following a January 2007 detachment to Korat, Thailand, “a contingent of Maces jets flew on to Darwin for close air support (CAS) training at the nearby Delamere weapons range complex – one of the few overland bombing ranges in the Pacific,” said Cdr Greg Huffman, commanding officer of F/A-18E equipped VFA-27 ‘Royal Maces’.

“Additionally, VFA-27 despatched an aircraft and aircrew to support the Australian International Airshow at Avalon, in Victoria. In early May we completed our deployment preparations with (FCLP) training on Iwo Jima. ” In fact CVW-5 was embarked, or had assets detached from NAF Atsugi, for more than 200 days in 2007. Regular deployments to Okinawa and Guam, as well as occasional forays to far-flung destinations such as RAAF Darwin, help prepare CVW-5’s naval aviators for the various missions that will be thrust upon them when embarked.

The Kitty Hawk then spent much of the second half of 2007 at sea, with a summer deployment between May 23 and September 21, followed by its fall deployment from October 21 to November 27. After returning to Yokosuka, the venerable carrier underwent its final maintenance layup, prior to heading out on its 2008 spring cruise on March 18, which is expected to be its last operational cruise.

Cruise Preparations

Conducting FCLPs is a crucial evolution for all air wings in their pre-cruise work-up cycle, and frontline units in CONUS (Continental United States) can usually perform these training flights at their home naval air stations or at nearby auxiliary landing fields. However, such routine sorties cannot beflown by CVW-5 at its NAF Atsugi home. Instead, under an arrangement with the Japanese government, FCLPs are undertaken on Iwo Jima.

“The problem with going to Iwo is that it is a very high risk evolution,” Lt Cdr Fey recalled. “It’s a 660- mile trip down there, with no diverts! When we go, it requires a waiver from the Chief of Naval Operations because we violate US Navy rules about having a divert airfield available.

“Iwo Jima is just a small island in the middle of the Pacific Ocean, so the weather can change in a heartbeat. It is not the best way to get ready for the boat, but pretty realistic, as there is nothing like doing ‘blue water’ FCLPs!” Aside from a ban on FCLPs at Atsugi, CVW-5 cannot fly aircraft loaded with live ordnance from the base either – not even chaff and flares. However, with all eight squadrons within the air wing located at the one facility (unlike in CONUS, where squadrons in the same air wing can be based on either coast), realistic unit level training (ULT) can be done on a daily basis. This has led to a unique bond existing between naval aviators in CVW-5.

“The camaraderie of the folks at Atsugi is top notch, bar none – CVW-5 is easily the closest, most tightly knit air wing in the Navy,” Lt Cdr Fey said. “That’s what’s great about being forwarddeployed.

We all work on the same base, so everyone is familiar with each other. ” Typically, the highlight for CVW-5 when ashore is the weekly air wing strike that sees fixed-wing units at Atsugi come together for a multilayered exercise off the coast of Japan.

“Being stationed at the same airfield as all other air wing squadrons allows us to regularly execute Large Force Tactics events, which are usually only completedby CONUS based squadrons during work-ups or when actually on deployment,” said VAQ-136 administration officer and ECMO, Lt Cdr Ken Hansen.

The close working relationship that exists between naval aviators in the various squadrons was also highlighted by Cdr Greg Huffman. “Having the entire wing at the same base enhances our knowledge of each other’s platforms and definitely increases the camaraderie. It is a fabulous opportunity for the junior officers to better understand a wider spectrum of naval aviation characteristics and capabilities.

“The pace of operations in CVW-5 is unique in that we never really enter a ‘standdown’ phase. We always maintain a high level of operational readiness regardless of the deployment cycle.

There are challenges to this busy schedule, but operating as a complete air wing almost all the time allows us to leverage the unique capabilities that each squadron possesses. For example, as part of our normal operations we routinely engage in large scale air-to-air or strike missions incorporating assets from each squadron. CONUS based commands can only get this level of training during large scale air wing exercises, or while on deployment. ” VAW-115 CO Cdr Jim Byerly also outlined the differences as he saw it between CVW-5 and CONUS air wings. “Being stationed together all year round fosters a level of trust between aviators in different communities that is not found in other air wings. Stateside air wings go through turnaround training cycles. They finish their deployment and stand-down for six months. Then they transition to a building block approach of integrating the various squadrons together through ULT and large force exercises at Fallon. Eventually, they fold themselves into the Strike Group through at-sea training that concludes with deployment.

“CVW-5 never stands down. We train weekly with the other squadrons in the air wing. We have an opportunity to hone our tactical skills every day, and also experiment with new tactics, techniques and procedures because we have an entire air wing located at one field. Coordination is as simple as driving around to the other squadrons.

‘We are constantly on call to patrol the Western Pacific to ensure that the sea-lanes remain open for free movement of commerce. We continually train to contain those countries that may pose a threat to the economies of this region.

Our stateside counterparts worry about deterrence when they are conducting the final stages of training or when they are deployed. We worry about deterrence every day of the year. ”

Guam

With Atsugi being a weapons-free facility, CVW-5 routinely heads to Andersen Air Force Base, on Guam, to access the target range on the nearby island of Farallon de Medinilla. As the Pacific Fleet’s only US controlled range suitable for live fire training, it is a regular destination for the Japan based fast jet units.

Interestingly, as the only two-seat Super Hornet unit in CVW-5, VFA‑102 ‘Diamondbacks’ used a February-March 2007 Guam det to commence the Forward Air Controller (Airborne) (FAC(A)) syllabus for two crews that had recently completed their Tactical Air Control Party training in San Diego. Utilising a national conflict scenario, and simulating coordination with troops on the ground, the FAC(A) candidates gained invaluable training in terminal area control and CAS tactics. The FAC(A) aircrew subsequently completed their training while exercising with RAAF and Australian Army ground-based Joint Terminal Air Controllers (JTACs) at the Delamere weapons range complex.

All four F/A-18 squadrons, as well as VAQ-136 and VAW-115, detached to Guam prior to Kitty Hawk’s summer deployment. The Hornet and Super Hornet units expended almost 135 tonnes of Mk 80 series general purpose bombs and laser-guided training rounds during the two week detachment.

Rotor-heads

CVW-5’s sole rotary-winged unit is the Seahawk equipped HS-14 ‘Chargers’.

“One of the best things about being in HS-14 is that we fly more than CONUS units,” said HS-14 pilot Lt Cdr Brian Miller, who has enjoyed being forward-deployed so much that he is presently undertaking his second threeyear tour with the ‘Chargers’.

“When east or west coast squadrons return from deployment, they usually have one or more aircraft down for maintenance. They use the time after deployment to catch up with the servicing of their aircraft. We do not have this luxury. When we come back from deployment, we begin ramping up for the next cruise. There just isn’t a lot ofdowntime. We are usually gone (on cruise or detachments) for at least six months a year. ” ‘GOOD STICK’ In preparation for embarking on Kitty Hawk, CVW-5 pilots undergo a four or five day Carrier Qualifications (CQ) period to re-familiarise themselves with ‘blue water’ ops after having enjoyed the luxury of flying from fixed runways for an extended period. Operating from a pitching, rolling flightdeck hundreds of miles from land is what sets naval aviators apart.

With only a limited time for FCLPs and CQs prior to going on deployment, pilots assigned to CVW-5 have to have proven themselves as ‘good sticks’ around the boat before being posted to Japan.

Prior to joining VFA-27, Cdr Greg Huffman had served as executive officer of West Coast Super Hornet fleet replacement squadron (FRS) VFA-122. One of his duties as XO was the selection of junior naval aviators to fill billets in the two Super Hornet squadrons at Atsugi.

“For a pilot to join a lightstrike unit in CVW-5 straight from an FRS, he/she has to have achieved a ‘Priority A’ (well above average) status.

Essentially, the CVW-5 tempo of operations is so high that an aviator coming from the FRS needs to be well above average, especially in the carrier environment. A ‘nugget’ aviator must be able to jump right into the rigorous environment of deployed carrier operations without requiring additional instruction or supervision. ” One such pilot to join VFA-195 directly from West Coast legacy Hornet FRS VFA-125 was Lt(jg) Josh Thompson. “To be designated Priority A, and thus be eligible to be a part of CVW-5, you have to prove to the FRS instructor cadre that you are ready to be thrown into an active squadron immediately,” he said. “Your course work must be consistently above average and free of any negative trends (specifically headwork related) throughout the training syllabus. ” “It is also important to prove yourself safe and above average when completing the CQ phase (12 day and 8 night traps), with at least an 80 per cent boarding rate being crucial for CVW-5 selection. If you are being sent to the carrier immediately, your new squadron needs to be confident that you can get aboard safely in less than ideal conditions.

“Generally speaking, new fleet aviators straight out of the FRS join a squadron that is at least six months (or as much as two years) away from its next deployment,” Lt Thompson continued.

“During this time, extra training is conducted to increase the nugget’s experience level in the jet – specifically FCLPs and CQs. On the other hand, naval aviators sent ‘Pri A’ get ‘on the job training’ as soon as they reach the fleet. ’ The Prowler and Hawkeye units are just as demanding when it comes to pilot selection, as VAW-115’s Cdr Jim Byerly explained.

“Our remote location has us separated from the normal simulator support that other squadrons can access. This, in addition to our more frequent deployments, means that we receive the top aviators in our community. With them comes a level of ingenuity and creativity that has propelled our air wing to the forefront of tactical innovation. As a CO, it is easy to give them the vision and they will take it from there to solve some of the most vexing tactical problems. ” The lack of a simulator at Atsugi also means that VAQ‑136 can only accept above average aircrew too.

‘The FRS would not send us a weak student because we do not have simulators in Japan, or the flexibility to send aircrew back for remedial training if areas of weakness are discovered,” noted Lt Cdr Ken Hansen.

HS-14 is presently unique in CVW-5 for it does not get to pick and choose who joins the unit. Lt Cdr Brian Miller noted that “there is no criteria stating that we only take a person with a certain grade.

Two years ago, there was definitely a selection process in place, with stronger pilots and aircrew usually being chosen to come to HS-14 due to us lacking an H-60 simulator here in Japan. ” “Our squadron is growing, however. We are receiving additional aircraft, which will make the ‘Chargers’ the biggest frontline HS unit in the US Navy. Due to operational requirements, and the establishment of two permanent anti-submarine detachments, the squadron no longer has the liberty of hand-picking the pilots and aircrew assigned to it. ”

Underway

Kitty Hawk departed Yokosuka on its last summer deployment on May 23 last year, and after exercising in the Western Pacific (and visiting Apra Harbour, in Guam), the vessel joined other US forward deployed units and the RAAF, RAN and Australian Army in Exercise Talisman Saber 2007. Some 12,000 Australian and 20,000 US personnel participated in this 14 day exercise, which took place off the coast of northeastern Queensland, as well as in the Coral Sea.

With the conclusion of the exercise, CV-63 headed south for its third, and almost certainly last, port call to Sydney Harbour. After a highly successful five day spell of R&R, Kitty Hawk sailed north into the Coral Sea once again and completed four weeks of ‘blue water’ operations leading up to Exercise Valiant Shield 2007. The latter is one of the biggest annual exercises held in the Western Pacific, and last year’s weeklong event (staged between August 7 and 14) involved more than 30 ships, 280 aircraft and 22,000 airmen, sailors, soldiers and marines.

After visits to Apra Harbour and Port Klang, in Malaysia, Kitty Hawk sailed west though the South China Sea and into the Bay of Bengal prior to commencing Exercise Malabar 07-2 on September 4. As with Talisman Saber and Valiant Shield, the numbers involved in this exercise were also impressive. Some 20,000 personnel, embarked in 28 ships from the US, Indian, Australian and Singaporean navies, as well as the Japanese Maritime Self-Defence Force, took part in the exercise.

A total of 150 aircraft also participated in Malabar 07-2.

VAQ-136’s CAG jet, callsign ‘Ironclaw 500’, made history during the exercise when, on September 8, it became the 400,000th aircraft to trap aboard CV-63. Kitty Hawk is only the third Navy carrier to have more than 400,000 arrested landings to its credit, and is the only one still in commission.

With that pace of operations its not surprising that naval aviators assigned to the air wing can expect to fly more hours per month than their CONUS based brethren.

Among the pilots ‘bagging traps’ has been VFA-102’s maintenance officer Lt Cdr Bill Mallory.

“We get more money to maintain readiness in terms of parts support and fuel to burn, and this in turn allows us to fly our asses off in CVW-5. A first tour junior officer leaving the air wing after a three year tour will probably have 25-45 per cent more flying hours than his/her counterpart in the States. We have aircrew breaking their 1000 hours mark halfway through their third year here.

For me personally, I can’t remember the last time I only flew once a day when on the boat. It’s been two a day every day since I joined CVW-5. ” With Kitty Hawk undergoing SRA maintenance in Yokosuka during the first three months of 2008, CVW‑5 once again headed to Guam for a three-week Advanced Readiness Phase training det in January- February in an effort to keep its naval aviators mission qualified. The air wing returned to NAF Atsugi in late February and then embarked in Kitty Hawk for an extended spring cruise that saw CV-63/ CVW-5 exercising with USS Nimitz (CVN-68) and USS Abraham Lincoln (CVN-72) in the Western Pacific during Taiwan’s presidential election, prior to heading to Hawaii for its deck swap with the George Washington in Pearl Harbour.

Ironically, although dubbed America’s ‘911’ air wing, CVW-5 has not dropped a bomb in anger since April 2003. Of the remaining nine air wings in the US Navy, only CVW-2 has seen no actual combat since the end of Operation Iraqi Freedom I. Yet despite CVW-5 having kept its ‘sword sheathed’, so to speak, most naval aviators still hanker for a posting to Japan. “CVW-5 is one of the best-kept secrets in naval aviation.

I have had some tremendous opportunities that would have never been available to me had I been assigned to an air wing stateside,” said VFA- 27 ‘nugget’ pilot Lt(jg) Chris Snyder, whose sentiments echo those felt by most of his compatriots at NAF Atsugi.

With George Washington scheduled to become the air wing’s new ‘floating home’ within the next few months, CVW-5 looks set to remain at the ‘tip of the sword’ for many years to come.