MAY 28, 2014
VOL 5 ISSUE 16
A Chance to Say Goodbye In this issue: More Than a Familiar Voice / RDML Lindsey
Father Flew First F-14 Model, And His Son Died In The Last
The Glamorous Jet Grew Famous, But Then Came Problems
Part: 1
by Michael E. Ruane, Inquirer Washington Bureau
SEQUIM, Wash. — One good thing, the old captain was saying: At least his son died quickly. Screaming along at Mach 1.2, a few hundred feet off the water, he would have felt the speed, the turbulent buffeting of the jet, then . . . oblivion. No pain. No suffering. The wingman said later that he could not tell if the F-14 blew up first and then hit the ocean, or just exploded on impact. It wound up in pieces on the bottom. The bodies of the captain's son and the jet's second crewman were found afterward, floating. It was a mercifully abrupt demise - the kind that retired Navy Capt. L. Scott Lamoreaux often envisioned for himself over Hanoi or some hot test range. But not for his boy. Not in an F-14. When Navy Cmdr. L. Scott Lamoreaux III was killed in the Feb. 18 crash of an F-14D off the coast of California, it was a family tragedy. The younger Lamoreaux, 39, died in an aircraft that his father, 69, had helped give birth to a generation before. Not only that, but the controversial F-14 had become almost a part of the Lamoreaux family, with father introducing the first model into Navy squadrons in 1972, and son introducing the last model, exactly 20 years later. In between, father and son had seen the glory years of the jet, the ``Tomcat'' of book and movie fame. The glamorous but dangerous F-14 is a supersonic, two-seat, swing-wing jet that can track up to 24 targets and attack six at a time with its sophisticated weapons systems.
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But the Navy's premier fighter has a history of problems - from a flight-control system that reportedly caused deadly flat spins to a tendency for its engine to stall at low speed. The spins were blamed for the deaths of six aviators in 31 crashes between 1976 and 1993. In 1993, the Navy said it would spend $78 million through 2000 to correct the flight-control system that was suspected of causing the spin crashes. In March, Defense Secretary William J. Perry conceded in congressional testimony that the F-14 ``has a higher accident rate than other aircraft in the fleet.'' Perry said the Navy would install a new flight-control system that would prevent pilots from pushing the aircraft beyond its limits. Pentagon officials also announced there would be engine modifications. Today, Congress is scheduled to hold hearings into three recent F-14 crashes that killed the younger Lamoreaux and six other people, led to a three-day grounding of all F-14s in February, and darkened the cloud already hanging over the aircraft. The Navy says it does not look as though the three crashes are related, but it is still investigating. In one case, on Jan. 29, an F-14 went out of control after taking off from the airport in Nashville. Both crewmen and three people on the ground were killed in the crash. The Navy on Friday said the pilot of that jet caused the crash with a rapid, steep takeoff, apparently designed to impress his watching parents. In the younger Lamoreaux's case, the jet was flying low at high speed, simulating an enemy missile, when it crashed. Diving units later retrieved the aircraft's two engines from the ocean floor, and the right engine was found to have a mysterious hole burned in its lining. The crewmen in the third crash, on Feb. 22 in the Persian Gulf, ejected safely when the plane went down, and were later rescued. All this has passed before the eye of the veteran aviator and father of the Tomcat, who lives outside this misty hamlet between the Olympic Mountains and the Strait of Juan de Fuca. ``I cried a lot,'' Lamoreaux recalled as he sat in a rocking chair one recent drizzly day. ``I still think about him every day, not with sorrow necessarily, but with a lot of pride. He did a lot of good things. He was a good father, a good son, good husband.'' ``He went doing what he loved doing,'' he said. His son and the F-14. It didn't add up. The captain was the one who figured to go this way. Even knowing that in naval aviation, death lurks just offstage and danger is ``the nature of things,'' the elder Lamoreaux was deeply wounded. Lamoreaux said his son had two children, daughter Lauren, 7, and son Jonathan, 10. He said the boy, like his father and grandfather, wants to be a naval aviator. Lamoreaux said he would be proud to see his grandson a Navy pilot. But will the aging F-14 last long enough for three generations of Lamoreaux to fly it? ``Who knows,'' the captain said quietly. ``Who knows.''
USS Carl Vinson: An Unforgettable Experience Part: 2
by Scott Lamoreaux
Taken about 6 months before my dad’s accident. This is the very F-14D he went down in.
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efore I get into the detail about my overnight experience aboard a U. S. Naval Aircraft Carrier, I will give you a brief background on why this experience was extremely special to me. Not only was it an experience that 99.9% of civilians will never be able to take part in, but the trip served as a final round of closure for the loss of my father. I’m not going to proof-read what’s to follow, I just want to let it all flow so forgive me for errors or bad English. February 18, 1996, my father CDR. L. Scott Lamoreaux III, was aboard the USS Carl Vinson for a short training operation similar to what was happening during my visit. The ship will circle about 100 miles off the coast of CA and simulate war type conditions. My father, loved flying. He loved it so much that he did everything he could to fly. My mom told me one day that he said he would actually be upset if he were to die in a car accident or while skiing, If he was going to go, he wanted it to be doing what he loved most, flying in the seat of an F-14D Tomcat. On that Sunday morning back in 1996, my dad felt the need to fly on a day he wasn’t scheduled to fly. That flight happened to be his last as my father and Lt. Terry Clark perished in a high speed training exercise nearing Mach II at very low altitudes. My dad, died doing what he loved, and he did it
without suffering. Growing up without my dad was extremely hard. With my mom having to fill both roles and little to no memories to lean back on other than some photographs and the sound of his voice as he video taped my sister and I growing up. It truly was the hardest thing I’ve gone through to date and it really never gets easier. Fast forward 18 years, my mom reconnected with a fellow flight school buddy of my dad’s who happens to be Vice Admiral Dave Buss (Air Boss of Pac Fleet). He kindly invited my mother and I to NAS North Island for an amazing lunch in his office where I was
able to hear stories about my dad that I had never heard before. Admiral Buss was kind enough to arrange for me to take a visit to an Aircraft carrier which originally was going to be the USS Ronald Reagan. Initially I was hoping for the Carl Vinson but I wasn’t going to complain, I was going on an Aircraft Carrier! Ironically, a week before the date, something changed and the ship was changed to the Carl Vinson after all. I couldn’t have been happier. As the trip approached my mom reached out to another friend of my dad’s who happened to be flying above my dad the day of his accident. My mom told him about the journey I was about to embark on and asked which areas my dad may have been in. Before pilots fly, they brief in what is called a “Ready Room”. My dad was briefed in Ready Room #7 which at the time, belonged to VF-11. I made every effort possible to visit this very room and wow was it a touching, emotional experience. A group of 10 random strangers (including myself) boarded a C-2 Greyhound which is referred in the Navy as C.O.D which stands for Carrier On-Board Delivery. This twin prop plane is used for everything from passenger transport to mail delivery to supplies to spare engine transport. The seats face backwards and there are
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no windows inside. It’s a little different than your standard commercial flying experience. We were fitted with a Cranial which houses eye and hearing protection along with a floatation device around our necks that would inflate should salt water come into contact. We loaded in one at a time, sat down and strapped ourselves into a 4-point harness system. We were briefed on what to expect when we would be landing or trapping on the carrier in 30 minutes time. Landing on the carrier was pretty damn cool although it was a little weird sitting backwards and not knowing what the hell was going on outside. The moment we landed we taxied out of the way of the landing area and the rear of the airplane opened. Upon opening all I could see was ocean and a dozen hornets being positioned for launch. I was in heaven. The noise, the smell the wind, everything brought me right back to feeling like I was with my dad. The ship has a musty, jet fuel smell that doesn’t change. My dad’s flight suit would smell like this. Most would think its strange to like such a strong sometimes foul smell but my family appreciates it. After we exited the plane, we were introduced to the XO of the ship who happened to know my father as well. From there we were given various tours around the carrier to introduce most of the group to something they had never seen or heard about before. Seeing first hand how 5000 people operate such a fascinating city at sea. It is truly amazing what these young men and women do and I gained an even stronger appreciation for their service to protect me + you. The flight deck experience had to be
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my favorite stop on the overnight tour. It was shorter than I wanted but I was able to snap a bunch of bad-ass photos of take-off and landing operations. The pure power of these jets standing less than 20ft away will blow your mind. You can literally feel your teeth rattling as they power up to sometimes full afterburner. Just freakin cool! Later in the evening we returned to the tower to watch night operations. The light level was very low so the video quality wasn’t the best but I was able to capture some cool clips of the Hornet doing take offs and landings as well. The following morning some things on
media team surprised me with a short on camera interview session about the meaning and significance of visiting this room 18 years later from when my dad past away. The interview started out good but mid way through I believe I was asked a question about “How it made me feel to be in this room knowing my dad was in here as well” and I broke down crying like a baby. It really was emotional but made me feel so close. The last thing he said before he left that room was “Life is Good” I made sure to get that on camera and give the thumbs up before I left. My dad was a certified bad-ass and I thank god (and Admiral Buss) the stars aligned to put me on this ship, and in that Ready Room. After the ready room we rounded off the trip by visiting a few more areas of the ship and finally loaded up back into the COD for our trip back to NAS North Island. Other than the flight deck, the trap on the ship, the Ready Room, this had to have been one of the most exciting parts of the journey. The catapult off the carrier. After the pilot announced “Here we Go” 3x, my body was thrust into my harness and I could literally feel my stomach come up to my throat as we went from 0-130 in less than 3 seconds. WHAT A RUSH! After the trip was all over and the adrenaline
the itinerary changed as an unexpected simulated war scenario changed the flight schedule. We weren’t able to return to the flight deck for a final viewing. I was bummed but what I was thrilled about was I was broken off from the group to visit Ready Room #7 where my dad had his final briefing. The room now has a Hornet Squadron named the Stingers which I was able to speak with their XO and share my story and what the room meant to me. The ships
cleared, I was left with my thoughts to reflect on my 24 hour experience. Again, I was able to see something 99.9% of people will never see. I was able to fulfill a final bit of closure I didn’t ever think I would have an opportunity to. I feel more at peace being able to remember my dad by being on the ship he was on when he passed during Memorial Day Weekend. I miss and love you dad more than anything in this world. You are my Hero. God Bless.
A Chance to Say Goodbye Part: 3
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by MC2(SW/AW) Travis Alston
o lose a parent without closure is difficult for anyone, especially a child. Justin Scott Lamoreaux was 10, and his sister Lauren, 7, when their father flew an F-14D off Carl Vinson, never to return. It was 1996. Lamoreaux’s father, Cmdr. Luis Scott Lamoreaux III, was piloting the Tomcat off the coast of California at a low altitude when his aircraft exploded. Diving units retrieved the aircraft’s engines from the ocean floor and found a hole burned in the right engine’s lining. As Lamoreaux grew up, so did his desire for a greater connection with his father. The memories he had of his dad through photos and the sound of his father’s voice narrating his childhood years with his sister, weren’t enough to give closure to Lamoreaux’s heart. Finally, on Memorial Day weekend, Lamoreaux flew aboard Carl Vinson during a distinguished visitor’s trip to the ship. Originally assigned to tour USS Ronald Reagan (CVN 76), Lamoreaux’s group was deferred to Carl Vinson by Commander, Naval Air Forces, U.S. Pacific Fleet, Vice Adm. David H. Buss. For Lamoreaux, it would bring him closer to the father he had missed for more than 18 years. ”I felt like it was destiny for me to visit this ship,” said Lamoreaux. “I was overwhelmed with joy to think I would have a chance to see the last place my father was alive.” The beginning of Lamoreaux’s visit to the ship included
a flight via C-2 Greyhound. Once he heard the landing gear lower and the captain say “prepare for landing” he knew the moment he had been waiting for since he was 10 was about to become a reality. “I was trying to take it all in,” he added. “This was a very sentimental moment for me. Being in a place that I knew my father was in before he had his last flight brings tears to my eyes.” Although this wasn’t his first time aboard a carrier, Lamoreaux was ecstatic to have a chance to get an indepth look at how the ship and her Sailors operated. “I did a Tiger cruise when I was eight aboard the USS Constellation,” added Lamoreaux. “I was sick the entire time so I didn’t get a chance to see how an aircraft carrier works and I knew this would be an awesome opportunity. I’m really fortunate to get a chance to do this.” Before his flight out to the ship, Lamoreaux’s mother urged him to visit Ready Room 7, the last place his father had been before the fateful flight. “One of my dad’s friends, whom she still keeps in contact with, was his wing man that day and said they were in this room and it was the last place they saw each other,” said Lamoreaux while sitting in Ready Room 7. “From what I’ve been told, my father was aboard the ship serving as the commanding officer of VF-2 but at the time was flying a training mission with VF-11,” Lamoreaux said. “He bumped a lower ranking officer to fly because it sounded like a great training mission to him.” Prior to walking out for his flight, the senior Lamoreaux had looked at his wing man, gave him a thumbs up and said “life is good”. “The training mission didn’t go well. The plane exploded and he died on impact,” said Lamoreaux. After visiting various locations around the ship, Lamoreaux finally had a chance to see the ready room,
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around the
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Continued from Page 5 now occupied by the ‘”Stingers” of VFA-113. “I know the ready room has changed over the years but it felt good. I know he died doing what he loved,” Lamoreaux said. “Being able to walk some of the spaces and areas a loved one did is something most people don’t get to do. There are a lot of people who lose loved ones in the line of duty, so for me to visit the last place my father was is amazing to me.” Before departing the ready room, Lamoreaux said a few words to his late father. “I love you, Dad, and God bless you for keeping us safe and bringing me into this world. I miss you and would give anything in the world to have you back,” he said, and then added, “I know one day I will see you again.” It was a moment that gave him much-needed closure. He had seen the Navy his father loved and felt incredible pride for the story his father’s life told – a story of family and service to his country. “My dad loved his family and the Navy. I don’t think he would have preferred to go any other way,” said Lamoreaux. “He was doing something he loved to do.” Eighteen years after his father was laid to rest, Lamoreaux felt a peace he had not felt before.
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Birdie
Back on Carl Vinson by MCSN Matthew A. Carlyle
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hen a Sailor transfers from an old command to somewhere new in the Navy, he or she leaves behind a legacy. That legacy is defined by how much the Sailor gave back to the command and the hard work he or she put into supporting its mission. Rear Adm. Bruce Lindsey, currently assigned as the deputy director for operations on the Joint Staff in Washington, D.C., and the former commanding officer (CO) of Carl Vinson, is proof that a Sailor’s performance at a previous command can affect their career and advancement opportunities. During a recent visit to the ship, Lindsey thanked the crew for their hard work, which lead to his flag officer selection. “Because of all of the hard work by Sailors aboard this ship I was lucky enough to be selected as a flag officer,” said Lindsey, whose call sign is Birdie. “I’m very humbled by that selection but I know it was because of the great crew I had here on Carl Vinson.” Lindsey took command of Carl Vinson in 2009, as the ship completed a four-year maintenance period referred to as refueling complex overhaul (RCOH) in Newport News, Virginia. From January to April 2010, the ship and her crew circumnavigated South America en route to their new homeport at Naval Air Station North Island (NASNI), California. “We came out in January and headed on our deployment to go around South America,” Lindsey remembered. “That’s when the earthquake in Haiti hit. The Sailors on Carl Vinson turned two and did a fantastic job. We successfully commuted around South America, stopping in a couple good ports there.
Finally, we came into San Diego and turned two and got the ship ready to go on deployment.” Lindsey then commanded the ship through a successful Western Pacific (WESTPAC) deployment December 2010 to June 2011. Once Lindsey was selected for promotion to Rear Admiral, he was relieved by Capt. Kent D. Whalen in December 2011, at the beginning of another WESTPAC deployment which began November 2011 and ended May
2012. “Then you all came back and went into a maintenance period – did a fantastic job,” Lindsey said of the crew he had kept tabs on through Facebook. “Came out on time and now you’re out here doing a fantastic job doing COMPTUEX and JTFX. The ship looks great, the Sailors look great and I just think you guys are doing a great job out here.” Now that Lindsey has been selected for flag officer, his trip back to Carl Vinson came with a new purpose. “I’m going to take command of a strike group on the Atlantic side, so – just like everything we do in the Navy – there’s always training for the next job. This is part of my training track,” Lindsey explained. “They sent me out here because Carl Vinson is the only aircraft carrier in a strike group that is going through a COMPTUEX and joint task force exercise in the next three to five months. So they needed to get me out here to observe. I’m very lucky because this carrier strike group, commanded by Rear Admiral Grady and his staff, are really doing well, in my opinion. So I’m learning a lot from you all.”
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by MCSN Matthew A. Carlyle
oatswain’s Mate of the Watch (BMOW) is one of the most important watches for junior Sailors aboard Carl Vinson. The demanding job requires demonstrating leadership of all enlisted personnel on the bridge, and knowledge of all bridge watches in case a problem arises. The most widelyknown requirement, and perhaps the most important is a knack for public speaking. Yes, the voice which passes calls over the 1MC every half-hour, preceded by a blast of the boatswain’s pipe, is that of the BMOW. Usually manned by a boatswain’s mate third class or higher, the BMOW delivers calls clearly and concisely to a crew of over 5,000, an incredible responsibility to bestow upon a junior Sailor. One such Sailor who doesn’t back down from the challenge and delivers the 1MC’s calls with a distinctive Southern drawl is Boatswain’s Mate 3rd Class Payne Ivie. “The thing I like about being a boatswain’s mate is that boatswain’s mate is the oldest rate in the Navy, so it’s more of a leadership job. Once you make third class you are given more responsibilities and held to a higher standard,” Ivie explained. “That’s also why I like Boatswain’s Mate of the Watch. You get to step out of the box and challenge yourself a little bit, especially during flight ops when everybody on the bridge is coming to you with questions. If something goes wrong you’re the guy they talk to first.” A native of Alpine County, Georgia, Ivie enlisted in the Navy in the summer of 2010 after graduating high school. After meeting his grandfather, a retired chief engineer, his senior year of high school, Ivie decided to join the military. His grandfather suggested that he needed a new environment. He also felt that enlisting would be something he could be proud of. “What I liked about enlisting is that it takes you from one unique place to another. You get to see a new set of faces and meet new people and it gives you something
different to do,” Ivie said. “Since I had a few issues during my senior year of high school, it was a big stepping stone for me.” Ivie reported to Carl Vinson an undesignated seaman in May 2011, after the ship returned from its 2010-11 Western Pacific (WESTPAC) deployment. Once Ivie struck for boatswain’s mate and made BM3, he began on-the-job training with fellow BM3’s and BM2’s as BMOW. “I learned the most difficult thing about Boatswain’s Mate of the Watch is that if there’s a problem you have to be able to answer it right away,” Ivie said. “You need to be able to assist your watchstanders because the eyes are only looking up, and they’re looking up at you. You have to know those watches for any situation because, for instance if forward or aft lookout isn’t responding or isn’t reporting contacts, it’s all on you.” That sense of responsibility is why Ivie embraces the responsibilities of being BMOW and his fame on the ship as the BMOW with the distinct Southern accent. “I’ve had people who don’t know me hear my voice in the chow line and say, ‘Oh, I think I know you from somewhere.’ And I’ll say ‘Yeah, that’s me up there,’” Ivie said with a smile. “It’s also nice that I’ve had a couple chiefs approach me to tell me they appreciate my work up there.” Though it’s a big job that can seem nerve-wracking to someone new to the watch, Ivie advises those who stand BMOW to welcome the challenge of leading their Shipmates on the bridge and making calls over the 1MC to the best of their ability. “For those people who have yet to break the shyness barrier for the watch, just remember that despite the fact that a lot of people will be listening to you, everyone messes up,” Ivie explained. “Making announcements is just one aspect of the job, so don’t worry about it and don’t be afraid of the responsibility. Just take charge of the watch and get the job done.”
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“Operations Specialist, because my sister is an OS.”
“Rescue Swimmer, I love swimming and the idea of jumping out of aircraft to save lives.”
ABHAN Tevin Harris
LSSN Selenna LeMay
LTJG TREVOR DAVIDS Assistant Public Affairs Officer
EDITORS-IN-CHIEF MCCS(SW/AW) MONICA HOPPER Media Leading Chief Petty Officer
MCC(AW/SW/EXW) DAVID CRAWFORD
MEDIA DEPARTMENT
CSC(SW/AW/SCW) Heidi Ayala
LCDR KYLE RAINES Public Affairs Officer
Media Operations Leading Chief Petty Officer
JUNIOR EDITORS
MC1(SW/AW) RYAN TABIOS MC2(SW/AW) TRAVIS ALSTON
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WEDNESDAY THURSDAY FRIDAY
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EM1(SW) Edwin Bobiles
EXECUTIVE EDITORS
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“A Builder, I love building things.”
CAPT KENT WHALEN Commanding Officer
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“Hospital Corpsman, I wanted to work in the medical field.”
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ABHAN Joshua Kurleman
PUBLISHER
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“EOD, because it’s what I originally joined to become.”
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“Hospital Corpsman, because it was my first choice. I always wanted to help people out.”
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NOW PLAYING CARL VINSON CINEMA
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“A Gunner’s Mate, so I can shoot stuff.”
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MC2 MICHAEL H. LEE MCSN JACOB G. KAUCHER
STAFF WRITERS & PHOTOGRAPHERS
MC2(SW/AW) JOHN P. WAGNER MC2(SW) NICK BROWN MC3 GIOVANNI SQUADRITO MC3 SHANTECE GONZALEZ MCSN MATTHEW A. CARLYLE MCSN ERIC COFFER
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