Trust but Verify

(December 1987, Ronald Reagan on nuclear disarmament)

By CAPT Arne Nelson, USN (Ret.), President NHASF NHA LTM #4 / RW#13762

In the late 70’s (8 -9 November 1978), I was a young RH-53D HAC with 750 hours total time (note: Naval Aviation Safety Center reckoned that was a dangerous time in the maturing of a naval aviator). That autumn day, a cold front was making its way across the mid-Atlantic and up the east coast. NAS Norfolk and points north were in for some cold, wet, windy weather with low ceilings. Some would say perfect IFR weather.

My crew and I had been canceled, happy to be off the hook in the crummy weather; it was dog****, just above standard card minimums. As we slogged up to the hangar loft to change from our wet flight gear into the uniform of the day (see previous article on NAS Norfolk and environs dress code during the 70’s-80’s), the Ops Officer saw us pass by his office.

It seemed many of our leaders were firm believers in MBWC (management by water cooler). Like management by objective (MBO), MBWC’s nuances were also straightforward – simply, whoever the CO/XO/OPSO saw first after reading the morning message board got the mission (like Navy Relief, or the Annual Blood Drive, or CFC Officer). Thinking about it, I can still feel the monkey jumping.

So, while most of the other squadron aviators were enjoying their third cuppa Joe in the LP 4 Wardroom, the OPS Officer called us into his office.

He said: “Look, we have a mission. The squadron across the hangar deck canceled a logistics run up to Sikorsky and the Wing has passed it to us. We’re loading the two H-53 main gear boxes on low boy stands that must get up to the Sikorsky Overhaul Plant – not the factory or the test facility, but the helipad at the Maintenance Facility… it’s right here on the map about 3 miles west of the Igor Sikorsky Airport. It’ll take all day, so you are authorized to “RON.” Any questions? Since you have completed your preflight, get hot with your flight plan and weather brief…and don’t forget the fuel packet and nav bag!”

We looked at him and said, “Roger that, sir, we’ll be airborne in an hour.”

As we filled out our DD-175, we asked the ODO (a fellow HAC with 800 hours), “Hey, what’s the ICAO for Igor Sikorsky Airport?” He looked at us and said, with utter confidence, “Igor Sikorsky in Bridgeport, it’s BPT.”

The Duty AG Forecaster said, “Up the coast it’s low ceilings; freezing level at 6000 feet. Maguire’s forecast is lousy but should remain above minimums. Deer Park’s still IFR, and Bridgeport (BPT) is forecasting partly cloudy, 20 miles in haze.”

We looked at each other, much like Bill and Ted might have done, saying, “Perfect.” We could almost hear the guitar riff. Confident in our planning, we filed our flight plan, and were in the air in 45 minutes.

At Maguire AFB, we rechecked the weather. BPT still reported partly cloudy and 20 miles vis. There seemed to be a hole covering half of Connecticut! Everything was fine, good IFR training. Soon, we were airborne again. We climbed to 3000 feet and flew to our final checkpoint, Deer Park. I think this is where the phrase “fat, dumb and happy” was coined. Then, the radios crackled.

“Navy GC 630, New York Approach. You are approaching Deer Park. State intentions please.”

“Approach, GC 630, we would like vectors to our destination…from Deer Park to final, Bridgeport/Sikorsky Airport.” Silence beckoned.

“630, OK, now I see it! We were wondering what you were trying to do! You want Igor I. Sikorsky Memorial Airport in Bridgeport, CT. That identifier is BDR. BPT is BeaumontPort Arthur Texas.”

(Background laughing over the radio) …Then, more silence. It explained a lot.

“Approach, Navy 630, could you give us a descent under the ceiling (1200-1500 feet), with a hand off to BDR - Igor Sikorsky Airport.” “Roger that, turn left to 360, descend to 1500 feet, and report clear of clouds.”

”Wilco.”

We started our descent and broke out facing Bridgeport.

We thanked Approach as they handed us to BDR Tower who vectored us to the Sikorsky Helipad about 3.5 miles west of the airport. We landed, put the helo away for the night, and found a warm dry place to thaw out and dry off…and recreate what happened and why we were lucky.

Days later, when we confronted our squadron BPT/BDR colleague, his response was…”it was your flight plan, you should have checked.” True, the lesson learned was: Trust but verify.

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