AD2 here. I was an aircraft maintainer for VFA-37 on that difficult cruise on the Big-E. This was my second cruise, my first cruise being on the Theodore Roosevelt (the Big Stick) which I was on when we collided with the Leyte Gulf, which is another story for another time. You know, there has been a lack of complete information until this day since this mishap happened. I appreciate very much, you interviewing Walleye, who I remember his call sign on that aircraft. These were what was known to me and I speak on behalf of my fellow sailors who served with me on that deployment: 1. I thought it was the CO and XO of VS-22 (Checkmates) in the S-3 mishap aircraft. 2. LSO at 100% fault and never knew what happened to this person since then. It was nothing short of a miracle that anyone survived. Thank God. A buddy of mine who was an AD with HS-7 (Dusty Dawgs) manned the fire nozzle fighting the fire on the S-3, which the number 2 engine which remained running. Before they grabbed fire hoses, that S-3 rolled to a stop, or stopped against another aircraft (it is possible the parking brakes were set before ejection/don’t know). Somehow, they were able to shut down that engine. But right after ejection, it was witnessed that one, or both pilots were ON FIRE and it was assumed ejection was the only course of action because of the fire. During this mishap as it unfolded, our pilots of our F/A-18 squadron were following the hand signals of our Plane Captains getting started up. At this point, the APUs were started when a flaming wing came sliding under one of our VFA-37 hornets. Our junior Plane Captain had to dive out of the way. Another junior pilot in that very aircraft, immediately egressed as the plane was burning with the APU left running. This plane was later craned off when we stopped at Crete. The S-3 was stripped and dumped out at sea. It didn’t occur to me that the Air Boss contributed to this. This is new information and I thank you Carroll for your channel. Walleye, that aircraft that crashed in Fallon, I think you are referring to Lt Nolan of our squadron. I was very much a part of the team of people recovering aircraft parts that week. HS-7 had a helicopter go down a week or two later/before causing a Safety Stand Down. Lt Nolan was a very humble and nice man to us maintainers. His memorial service was sad, but his friends that he flew with really cheered everything up by reflecting on memories and in a aviator’s sacred way, get us laughing with funny memories. So deployment with the Big E that this mishap took place was really a challenging deployment. Not only did this deadly mishap take place within the first week of our 6 month deployment, but we had a significant fire onboard the ship on Thanksgiving morning that resulted serious smoke damage to our aft berthing sections. It was again, a miracle that no one died from smoke inhalation. A month later, we were engaged with Operation Desert Fox, sending ordnance and Tomahawk Cruise missiles into Iraq and watching this unfold live on CNN as the lights go out in the background as Christiana Amanpour (sp?) is reporting a explosion in the background. That was another surreal experience. Again later in our Persian Gulf deployment, the Big E suffers a fresh water incident in the engineering area and we can operate at a maximum speed of 7 knots with one operational screw. The ship vibrated pretty badly like this until we made an unscheduled port visit in the UAE (kitty box) as civil engineer took up some space in the Galley with blue prints, fixing the problem. Thank you, for the interview and additional insight into this mishap. What an honor to serve with all of you 🫡🇺🇸 Mike

The VFA-37 F/A-18 shielded the 7 of us from the vertical stabilizer of the S3 being knocked off. Our 7 man team of trouble shooters from VFA-105 wouldn’t be here if not shielded by the drop tank of that F18. It was wedged under the net next to us, only a few feet away. I remember looking up and seeing the ejection seats shooting out of the humongous ball of flames. Then flaming debris started falling to the flight deck. We had to run in circles to avoid getting hit by falling debris. Then we all ran towards to fire hoses to help put out the fires. I am sure this memory is etched in everyone’s brain who were involved. I still remember like it was yesterday. Thank you for sharing sir 🙏🏾

at the end of this podcast, I had a tear in my eye... thinking NAVY, I've got to put a plug in for my father who passed away recently... he was a lowly 17 year old seaman on the USS Grafton during the battle of Okinawa... he was NAVY through and through... love you Dad.

I was a Plane Captain with VMFA-312, and had just came up on deck in the six-pack when that happened. By far one of the scariest experiences of my life.

Great video, Ward. As for gloves and sleeves, as a newby LT in Army flight school, the cadre had a retired Air Force colonel speak to the class in the first week. He was missing an ear and was horribly disfigured, obviously from a fire. He told his story of crashing his T-80 and as the plane came to rest his ungloved hands hanging over the railing of the cockpit essentially melted away and how he spent weeks in the burn ward in San Antonio with his burnt hand sewn into his abdomen in an attempt to save it. I'm not sure how many classes he spoke to, but it made an impression. You rarely see Army aviators flying without their Nomex gloves tucked tightly under their flight suit sleeves. We even took it so far as to wear our dog tags under the collar of our flight suits so the chain wouldn't burn our necks. Granted, Army helicopters refuel and rearm "hot" (while running) so the threat is higher, but I never forgot those lessons and the ones who taught them.

Walleye's recollections of that mishap were riveting. His thoughts about the situation, survival and activity on the deck and in the water were stunning. I was struck by his memories of his burns and thoughts of his mortality and family. Incredible episode that I'll remember for awhile. Wow

I had recently left VS-22 for duty as a FASO Acoustic and Oceanography instructor. The Viking model behind his right shoulder was of Vidar 706 in the accident and it was built by me as a gift. I’m glad he still has it.

Wow, the S3 pilot is a very lucky man. May those sailors rest in peace.

What a riveting account of a horrible mishap. Thanks for putting this video together.

That was probably the most human and vulnerable recount of an aviator's surviving a "mishap". Thank you to all

This video impacts me on so many levels. I was on the USS Eisenhower in the Persian Gulf at the time of this mishap. The Enterprise was coming to relieve us. I was also an LSO. The right-seater (NFO) in 503 was my college roommate. His name was Brendan Duffy. As his friend I was tremendously saddened that he died so young, and it hit me really hard at the time. It will always be an emotional hotspot for me. As a Naval Aviator and LSO I was disgusted by how he was let down by every level of protection and professionalism designed to keep him (and his crew) safe. At the time, Navy Doctrine claimed there was a benefit to flying a night pass even knowing it would end in a wave-off. This mishap proved that to be wrong. The S-3 should never have been allowed to land knowing it would lock the deck. Afterwards, instead of immediately waving off the Prowler, CATTC told 503 to go "hook up". What?! The deck is locked and foul. What's the difference between hook up and hook down when you cannot land at all?! I was a Wing-qualled LSO and I will say without a doubt the primary blame for this mishap was the LSOs. The deck was forever foul and really they should have waved off the Prowler at the ball call. But they were being pressured to allow crews to get as much "practice" as possible, because it was CQ. Had the S-3 been waved off much of this problem would have been resolved. The Handler was wrong for allowing the S-3 to land. The Air Boss was wrong for encouraging night touch and go's, and for allowing a foul deck landing. Plenty of enlisted could have spoken up knowing the deck was foul (this would be unfair to expect, because the enlisted have all been trained to defer to the officers). As painful as it is for me to admit, the LSO's are primarily to blame. They never waved the Prowler off, even though the deck was clearly shown to be foul the entire time. My friend (and 3 others) died that night because my colleagues failed them.

"I just climbed right in....It was a beautiful thing" pretty much says it all. As much as Walleye through he was not in control, the training drilled into all naval aviators had him in control as much as the situation would allow! What a riveting account of this hellacious mishap!

Gumby Barrich started out a a A-6B pilot,he was with VA-75 and weflew missions with them as VAQ-130 part of CVW-3 in Desert Shield/Desert Storm in 1990-1991. Later he transitioned to EA-6Bs and I flew a flight with him before this boat det as a PTI, I did his level 4 stan check. I remember seeing him in VAQ-130 spaces we talked a bit and I told him to have a good det and see ya soon. Three days later he was dead. The Air Boss was a good friend who I worked for at VAQ-129 and the mini was a EA-6B guy. This whole thing made me sick and I questioned whether I should stay in or get out. I lost some faith in the Navy at this point, luckily I went back to sea duty in 2001 on CVN-72 and that helped me rediscover my love in the Navy. Miss you Gumby.

I was just off active duty in the Army, and a junior lawyer in a big firm. One of my colleagues was a Navy brat, married to a Naval Aviator. We had a friendly Army-Navy rivalry. I was aware of the mishap, but she came to my office, shut the door, and told me: LTJG Duffy was her brother. That young officer was third generation USNA on both sides of his family tree. Such a loss for the family, for the Navy, and for our country.

My dad was WW2 PBY crew chief petty officer and in charge of a bunch of men in maintenance as well. He told me many stories of men dying over inattention to detail and distraction. He always told me and I will never forget "Pay attention to detail or it will bite you in de tail." He was a hard man to work around as a dad very critical and I could not even look in the wrong direction during a task. I am very grateful for these lessons from my dad.

Thanks for letting CDR Wallace speak uninterrupted. His testimony was powerful, and his event dramatic. Go Team Mooch. Long live Naval Aviation and those who dare such.

A really inpressive story and one of the best episode in the channel. May the four dead sailors rest in peace

I was there that night as an ordnanceman with VMFA-312, attached to CAG-3 that night. I worked CAG arm-dearm. The night of the accident, they were doing night CQ's, we were in the shop, just below the landing area, getting suited up to go topside and secure our airplanes for the night. The Enterprise had just left Norfolk earlier that day, recieved the airings, and about to transit the Atlantic for out Med cruise (which ended up being a Persian Gulf cruise with Operation Desert Fox, Southern Watch, and later Kosovo). Anyway, we were just about to head topside when we heard a loud bang, and the clatter of matter hitting the deck, and the TV automatically switched to the flight deck channel, and we saw the fire ball, and proceeding chaos. "Fire Fire Fire, Fore on the Flight Deck!" Followed by "General Quarters, General Quarters, All Hands to your General Quarters Stations!" Then "Man Overboard, Port Side, This is NOT a Drill!" We scurried through the ship, having to take the long route to come up behind the island because of the hatches locked down for GQ. By thr time I got topside, I just jumped on a hose team and watched for flair ups. Then casualty evacuations, then a for walk to pick up debris from the foam. It was a long and heartbreaking night. Great to see you doing well Walleye! ~Then LCpl Vandergriff, VMFA-312 Ordnance.

Compelling story from Walleye. ⭐️⭐️⭐️⭐️ episode.

Mooch this rivals your interview with your Father as your best video. Fantastic. Thank you to everyone.

Thanks for letting walleye tell his story uninterrupted. Great story mooch

Respect to all three of you. We know you loved the job, but we know you also knew the danger and still did it.

..."Joining us for this conversation about what happened there is the guy who was the pilot in that S-3..." Just, wow.

I’m not an aviator (my FiL was) and I’m not USN (born in Berlin in June 1945 (his family lived near the end of the main runway at Templehof and he and his brothers were on the receiving end of the “Candybombers” during the Berlin airlift. my FiL flew in the Luftwaffe in the ‘60s-early ‘80s) but this episode was a great way to spend an hour on July 4. It reminded me of what it takes to keep the USA the USA. My respect to everyone.

Wow, what a tragic event. I served on the Big E with VA-196, thankfully we all made it home safely. Thanks Mooch.

I knew LCDR Kurt "Gumby" Barich. We served on NIMITZ together, he was Flag staff and I was COD OIC. He flew A-6's before and this was his first tour in Prowlers. I still remember the phone call I received from his former room mate on NIMITZ about his death. Sad day for all.

I have watched the Ward Carroll for years. This was by far the most spellbinding episode I have watched.

In 1978-79, my destroyer, USS Hollister (DD-788) was plane guard when there was a ramp strike while supporting carrier qualifications off of San Diego. We stood by while the helicopter attempted to recover the NFO who was entangled in his parachute. Rescue swimmer got exhausted so we launched the motor whale boat and we went in and got the helicopter swimmer, NFO and returned to ship. Incident gave me nightmares due to heavy swells, entangling boat propeller, darkness, soaked in cold water and extreme movement as we recovered the boat with it slamming against the ships side. Unfortunately the NFO died but no one else did. RIP

Former S-3 NFO here. We had one ejection in October '83 during Grenada, all 4 got out. Don't recall a burn issue from the seats on our guys like this one. Ironically my crew almost took our lost S-3A but got another airplane at last minute, so we assisted in the SAR on them instead of the other way around. Rarely wore the gloves and I know should have. We only got dry suits when we went above the Artic Circle in early '84. You get used to it and if you don't wear it you are forfeiting your option to eject in the cold. I heard their SOP has the rear seats empty during CQs. Makes sense. Recall being in the TACCO seat while the 3 pilots all swapped seats to CQ at night while I sat there in the dark. Another NFO buddy was jealous I got so many traps which never occurred to me as a great deal. Should point him to this tape..... exciting times from the past.

We met a Viking pilot at the Naval Air Museum in Pensacola. Very humble fellow. Having seen an S3 at the museum I was curious about how the crew would even get into the bird, and was impressed at the courage it must have required to serve as part of a Viking squadron. Today’s video took my admiration to a new level. So grateful for good ejection seats and for sharp minded pilots. What a humble and honest account from a man who never wanted to eject, but made the right decision in a fraction of a second in terrible circumstances late at night. Thank God!

I am in tears listening to this professional's account of the accident. With guys like him and you both, our country is in good hands. God bless you all.

Amazing. I was a V2-32 Mauler pilot a few years after Walleye and have 200 traps on the Enterprise. I've had seen the footage and have been hearing about this mishap for years and always marveled that anyone got out. Hearing the direct eyewitness account was truly fascinating. I had always assumed the Prowler ran straight into the S-3 empennage from behind - which would have carried debris and burning jet fuel to the S-3 cockpit before any reaction was possible (literally less than the blink of an eye at landing speeds) - that assumption has left me scratching my head all these years on how anyone could punch out. From seeing the post-mishap aircraft photos, it looks like the left side of the S-3 was significantly more damaged. Perhaps it was more of a glancing blow on the left side of the S-3 fuselage (still causing lots of damage to the S-3, but not smashing it to bits), with the wing and horizontal stab destroying the Prowler and detaching from the S-3 in the process, while the glancing impact pushed the S-3 fuselage away with much of the high-speed debris passing down the left side of the S-3 instead of pancaking it. Pure speculation, but that could explain how the crew remained undamaged enough to eject in the few seconds they had to react. Would be really interested in seeing the accident report and more post-mishap photos. As much training as we had, and as much as we like to control our own fate, there are lots of situations where our lives are in the hands of others that we trust to do their jobs well every day - which they do 99.9% of the time. Walleye, Swinger, and the Prowler crew did everything they were told to do and really had little control of this situation - it's hard to describe how difficult it can be to see an unlit aircraft in the landing area at night while on final approach. Their lives were in the hands of others that night who failed them. Luckily, it's a rare occurrence and while Naval Aviation can't eliminate all risks and accidents, we're generally really good at learning from our mistakes. FLY NAVY!

Excellent episode sir. "Walleye's" explanation of events as they happened to him made you feel you were there with him. Thank you all for your service. USN PR2 1971-75

All Gave Some-Some Gave All. RIP Aviators. Thank You for your service.

A riviting recollection of a tragic night of carrier ops...god bless all those that died that night and those that miraculously survived. Thx Mooch, Hoser and Walleye

Love to hear stories like this on your video. As an aircrewman on a P-3 in he 60's and 70's I have never forgotten the amount of training it takes to do that safely. Thanks again.

I was on watch on the bridge of the USS Nicholas FFG-47 when this incident happened. We were only a few miles away (vacapes op-area)and watched as the events unfolded.

One of the most important lessons i learned in the navy is accidents dont just happen ,there is a cause that applies to every one that occurs

Wowsers, what a story and I'm glad that you're here to tell it, and I'm so sorry for the loss of your shipmates.

This was very emotional to watch. I'm sure all of us who have cheated death can relate. Praise God Walleye was spared and went on to be able to share his experiences that will hopefully save lives in the future. It's strange how little details compile and don't add up but multiply to create a perfect storm.

This pilot is a great story teller and a true hero. Thank you for your service. Mooch - keep'em coming. Really good stuff.

On May 9th when I wasn't at sea, I'd toast the 6 sailors lost in an engine room fire on USS White Plains (AFS-4). It was May 9, 1989. Our battle group departed Hong Kong and USS White Plains was transferring stores while we gave her DFM. She was departing the battle group after the UNREP concluded and returning to her home port in Guam.

Having spent 1.5 deployments on the Franklin D Roosevelt CVA42 in 1964/65 & although I was ship’s company (surface) & not air wing or flight deck, I saw many near misses & a few aircraft that didn’t quite make it back aboard. On such long deployments all of some 3000+ shipmates become family hence the word shipmates. We were all responsible for each & everyone of those 3000+ regardless of our rank or rate. When one was lost or injured we all felt the pain & responsibility, whether we knew them or not. This video reinforces all our emotions from a first person perspective & the gratitude to those who saved the pilots life & the medical people who administered to his wellbeing. The Petty Officer who was on the ship’s island that assisted the other pilot hung up by his parachute on an antenna showed he reacted without hesitation in assisting a shipmate & perhaps putting his own life at risk. This Mooch is the most compelling video I have seen & can’t thank you enough. Hence my second comment on this one. Thank you 🙏 🇨🇦👍

Emotionally-gripping episode and very professional interview allowing the pilot to get through his story in his own words without badgering him with questions. Carrier aviation is dangerous business. Takeaway for each sailor is to do your job or people can die. Thanks to all naval aviators for your service. Fly Navy.

Oh man. I was aboard the Big E that night. Being a DCman I was privvy to when drills were scheduled most times. When the GQ klaxon went off I knew something was wrong but was saddened at the end to see just how bad.

Your videos are so chill, always brightens my day

What a wonderful recount ability of such a horrible incident that brought tears to my eyes hearing how his faith & concerns for his fellow aviators dragged him to safety along with the rescue personnel. Sorry for the loss of life of the other aircraft. Thanks Ward for this.

The VA: we found your injuries are not service related.

I was on the "Prize" for 4 years and It's interesting to learn certain characteristics you never considered such as the position of the LSO Platform. Having two F-14A's positioned on Elevator 4 was common. Great video gentlemen, I very much enjoyed the story. Tragic for the loss of life on the Prowler, but at the same time, a blessing for the S-3 Crew.

That was a great survival story. I was reading the mishap report and it said the LSO was having trouble hearing the Air Boss. The Air Boss had previously been instructed to let the LSO do wave offs. The Prowler hit the wing tip of the Viking, spinning it around which is why Wallace ended up on the starboard side and the Lieutenant ended up on the island. As an aside, LtJg Loughran went to the same college as my mom 💜

What a powerful and personal episode “Walleye’s” description of his private conversation in the life raft probably hits home with a lot veterans that follow your channel, it certainly did with me BZ to you all

Really great recap of a horrible night. As a brand new LSO at the time who also knew all four crewmembers on 503, this really hit home. Great to hear Walleye's account of it. And kudos to all 3 of you for not necessarily casting stones but emphasizing the critical lessons-learned.

Sobering story. Thank you all for your bravery and skill!

The thoughts and recollection of from eject until air rescue actually lifted this aviator out of the water is increadable. Training i believe has to do with alot of their survival but i actually herd that voice he spoke of. Of course my situation was much different but that's a incredible story. Rest in peace for those lost. God bless you all.

What a tragic story and superb great recounting of Walleye's story of survival after such a horrific mishap. Thank you Ward, Hozer, and Walleye for taking the time to share this emotional story.

As a retired USA officer, I feel so proud of the men and women in our USN. USA is in good hands.

Thank you Mooch, for this powerful and moving video. I WESTPACed on the Big (76-77), and watched many recoveries from Vultures Row. Even though this happened 25 years ago, watching the video of the S-3 sitting at the end of the angle deck, and knowing what was about to happen caused me to squirm in my seat. God was definitely with Walleye that tragic night.

I'm a former Zapper AT (86-89), terribly saddened by the loss of that fine aircrew. Fair winds and following seas!

Thanks for letting CDR Wallace speak. His testimony was moving, and his experience dramatic. Your end photo of his jet is one of the most dramatic images I've seen. While I appreciate your current events coverage, Naval aviation stories like the Carrier Pilot's Nightmare Story are why I found and follow you. Mooch on!

My father, a pre WW2 Marine Aviator, always wore his gloves and wore no finger rings. As you might imagine, it was because of the threat of fire from the radial engines and forward mounted fuel tanks. He maintained the habit into the jet age. He wore no rings because he had friends who lost fingers while bailing out, the rings simply catching on metal edges.

Ward, Thank you for hosting the review on this mishap. Gentlemen thank you all for your service, sacrifice, and knowledge shared here. God bless all the men and women who serve and sacrifice so this nation can exist in the state of freedom that we so much enjoyed. Her freedom was paid for by the blood of our brothers and sisters before us. A heart felt thank you and please continue to educate us and the new folks.

I’ve been a subscriber of yours for quite some time and I have to say this is the best if not one of the best so let me rephrase that I’ve seen yet. My father was the class of 50 from the Naval Academy and he flew off of the USS independence. My two older brothers are pilots and I went to Virginia military Institute only for one year and then a summer. I always look back on it because I missed my calling I’m a terrible driver, but I was told from a fighter pilot that would’ve fit in perfectly 😅. Sad story but like you said your generation is teaching future generations and one of my favorite parts was the pilot who was junior (call name “Stinger”) then got the call name “Swinger”. God bless you, your friends and all future pilots. Thanks for defending our freedom so guys like me to get play golf.

Love your channel CDR, and watch just about every episode - this one hit home. Brendan Duffy was my cousin and one of the best people I ever knew. When he was in flight school, my home in New Orleans was his home away from home. It was really inspiring for a young boy to have a house full of student Naval Aviators on the weekends. Those guys were were my idols, and a big reason I served in the military. Some of my fondest memories was Brendan waking me up on those Saturday mornings for yet another adventure. He truly was the big brother I never had. I miss him everyday.

What a tale. Thanks Walleye for bearing your soul....great video.

Absolutely riveting story. Thank you for your service and all the best! Mooch, beautiful tribute at the end of the video, thank you! Go Navy!

Growler Jams just put out a neat video about Paddles this morning, and even had an event with some shipmates running over the angle while a plane was getting into the groove. Busy stuff.

Mooch, we should get together and talk about flight deck operations from the perspective of the ACHO and his relationship with V-1 Division yellowshirts. The Handler does not give any direct input to aircraft movement on the deck during flight operations. There is a flight deck chief or senior first class that is known as the deck caller. In this case, the deck caller locked the deck and didn't know what to do with the Viking in the LA. If the reason for the locked deck was the mixed type CQs and numbers of aircraft being operated (sounds to me like they were working Hornets, Vikings and Prowlers at least), the deck caller should have communicated clearly with the Air Boss and Handler that space was an issue and they were working the deck into a corner. If they put me in that kind of corner, I'd turn a duty catapult into a parking lot before I'd leave an aircraft in an active LA. The AGO and Fly 3 gear puller have to wave a clear deck or the box status light on the coaming just aft of the LSO stays red. You were right to bring up distraction in the tower. The Air Boss has responsibility for airborne aircraft close to mom. The Mini Boss has responsibility for the deck. If the Boss was looking at the Viking, he was completely blind to his job description. This mishap makes me sick because I can't think of a time in all my sea duty on 6 ships, when a deck I've worked was so locked up. If there's an airplane in the LA that I don't know what to do with, I've already failed and shouldn't be in the position. I would have a plan for that Viking before he landed, even a plan for if he's stiff wing.

Walleye's incredible story had me shaking throughput... and I'm still finding it hard to catch my breath. When father was on active duty in the late '50s, he flew an AD-6 Skyraider off the USS Hornet (VA 145). I heard a number of his incredible experiences in recent years, but they were unique to the time and aircraft and missions he was charged with. Thanks to all three of you for sharing the tale, and for showing us just how critical it is to learn the lessons as we all move forward.

Mooch, thank you for the thoughtful way you presented this story. I was still at the Center for Naval Analyses when that happened. Sending prayers for all who were touched by the incident.

Chills watching this. God bless the men. What an amazing interview. My good friend Ltcmdr Mark Robertson was an S3 guy onboard the Kennedy. Thank you to all..

Wow, Mooch, just wow. So glad to hear stories from aviators like Walleye; so thankful for his recovery from that tragic event. Thoughts/prayers go up for the families of the crew of the Prowler.

Wow. My first cruise FID 82 was a very bad on for VF 74 Bedevilers . Last cruise with F4’s . Broken bridle in the Red Sea, night recovery in the med round down strike. Both incidents we lost the front seat and didn’t recover them. I was with HS 3 but it really shook me up. It’s a dangerous place. Thanks Mooch great episode.

Wow, riveting story. One of the best on this channel yet! God's grace.

A RIO in my Marine Reserve squadron (VMFA-321) was involved in a night collision between the tanker (KA-6D) and his F-4. He survived the collision and ejected through the fireball sustaining burns to his hands because he wasn't wearing gloves. He almost drown because he couldn't feel to release his koch fittings (before automatic release). Like Hoser, I am always uncomfortable when I see videos of aviators flying without gloves. I know they can be uncomfortable in some circumstances, however, small price for when you really need them.

These interviews hit the point on how important SA is when there's a lot of Ops going on.

I was a young USAF captain at the time and was Meredith's Class Leader in API at Pensacola. We were the second class of NFOs/USAF navigators to start training together in Feb 1996. As the Class Leader, at some point I had to do a formal counseling when she bought a motorcycle as req'd by NASC. I remember the foolish bureaucracy that one student had to counsel another about motorcycle riding, given that I'd never rode one. At the end, she said she accepted the risk. "Sir, I'm going to die going 100mph with my hair on fire and doing what I love. It's just who I am." I shrugged off her comment, half expecting something like that from a young ENS. I went to Texas after VT-10 primary to complete JUNT and lost track of Meredith as she continued at Pensacola in jets. I didn't learn of her mishap until Command and Staff College in 2004, when I had an E-2 NFO in my seminar. At an icebreaker social the first weekend there, I rattled off the names of the NFOs I knew. Learning what happened hit hard, but I oddly remembered her response to my ad hoc motorcycle safety brief like it were yesterday. I sat there in silence for most of the rest of the night. Meredith was talented, professional, and full of zeal. Thanks for doing this video. I'd not been able to find much on the internet about it. Hearing it unfold from someone who was there helps to bring closure.

This brought back so many emotions, thank you ward everything you do with your channel. And thank you for talking about this

This interview so vividly puts into view just how dangerous carrier flight ops is, under any condition or circumstance. I’m retired E-7, ANG, plain old ground troop CE bum, but I have associates who were blue water Navy, carrier duty, and I have nothing but the highest respect for our carrier crews. Great interview, Mooch.

The callsign upgrade from Stringer to Swinger is a classic.

Thank you for this video Ward. Bless you all.

Respect and admiration to you gentlemen and all Naval Aviators

Ltjg Brandon Duffy was the son of Jim Duffy (known to us "Middies" as the "Silver Fox"), who was my company officer at USNA 68-69. I met Jim later at the Philadelphia Naval Shipyard when we both were attached to carriers undergoing SLEP. At that time (1985?)he was Air Boss on CVA-62, I was Weapons Officer on CVA-59. Later, at the time of this mishap, I learned that his son was killed. Jim has since passed away.

Very moving video. Thank you for honoring the survivors and the departed 😢. May we continue to learn and improve...

Amazing episode sir. Sharing with my crews. Different operations and risk profile in our business… but the lessons are the same. Respect for the candid observations from all three of you. BZ!

Awesome video. Thanks Walleye for sharing glad you made it.

This is a perfect example of Reason's (1990) Swiss Cheese model. RIP to the prowler crew, family and friends.

Ward.... Wow.... I always get a rush of amazement that you and your colleagues are able to recount those intense experiences you've had that bring into focus just how important it is to have your timing correct and to keep the situational awareness that is necessary to keep those operations from resulting in this kind of tragedy. It brings home the fact that, as you said, there are men and women out there doing it at this time and succeeding. We must continue to give them the recognition they deserve for doing it right. Thank you again for making that possible with programs like this that shows just how difficult it is to keep doing what they are doing. It is a tribute to those who have, as you have said, written those procedures in blood. Thanks again.

We all count on each other so much! Walleye, I'm sure your squadron's policy of not taking rear seaters on CQs saved two lives. The Prowler's crew ... OMG what a tragedy. CTI1 (ret) Mooch, I started reading Approach when I was a 19yo AGAA at North Island in 1977. ( I switched to CTI in '84). All Hands was also good reading. Those two publications helped shape my attitude toward my job.

Outstanding interview. Thank you for bringing Walleye on the channel and making us smart on the mishap aboard Enterprise that Ward has touched upon briefly in other episodes. His story, how it resonates up to today, Hoser's insights... Wow. Thanks, Ward! 💯

Immense respect to these survivors and RIP to the ‘fallen, their sacrifice is preventing it’s happening again,

My son was aboard the USS Enterprise as a mechanic with VMFA 312 when that incident happened. His usual duty was on the flight deck as a final checker during squadron launches and as a mechanic on recoverys. His squadron had already come aboard and he had just taken one of the F/A 18's down to the hanger bay. My usual routine was to wake to the Paul Harvey broadcast on a Seattle radio station. His leading story that morning was about the accident aboard Enterprise with several dead and injured. I quickly turned the radio off so my wife wouldn't hear the report and left for work, imagining the worst. By the time I got to work and opened my e-mail, my son had sent a simple "if you've seen the news, I'm OK. More later." Great relief but still sadness and grief for those lost.

What a powerful video! Thanks Mooch!

That was hard to watch. Thanks Mooch, Hoser, and Walleye.

The Spiritual battle is real. Love this man"s story! A Foul Deck can be frightening. Complacency kills. God Saves.

I was a Plane Captain in an A-5 squadron, RVAH-12, on the Forrestal in 76. It was April 7. We were doing quals. It was around midnight and I was riding brakes. We just came up from the hanger deck on the =1 elevator. My recollection is poor weather that night. An F4 came in low and hit the round down. The island blocked my view aft but it seemed like the deck lit up with a red glow and then I watched an F4 in a fireball go past. It seemed like the port wing was low. I saw a chute blossom over the flight deck and then it came rushing towards me. The flight officer hit my A/C about 6' behind my seat. The chute went over my A/C and fowled in the island but dragged him over and he hit the deck. There were many people working to get the injured man below. I was also watching the fire crews converging on the A/C forward on the deck. Several had been hit by debris and fuel was going all over. Fortunately, there was no fire. I was calling for someone to get a ladder up so I could get down. When I looked at the starboard side of our A/C I could see a bootprint in the white of the star and saw a hole in the skin of the A/C. I moved the ladder to the aft cockpit and found a portion of bone in the seat and immediately passed the word on that. We did not get much briefing on any details. I just heard scuttlebutt days later that both had perished. Years later I was able to find some info and read the obituaries. That night has really stuck with me.

Its amazing that this aviation passion project you started a few years ago has turned into a real training asset for the benifit of others.

What an amazing story in this tragic situation. Thanks for this.

Experienced 2 crashes on the flight deck on board Independence. One was with VA-65 and the last was on board Indy with VA-176. The first one was one of our tankers, fresh from NARF that was transferred to us from one of the other squadrons at Oceana. The starboard main gear broke and went up thru the wing. The last was in 1979 as we were headed to outchop from the Med. We were playing war games with the French and the deck was pitching pretty bad, fore and aft. An F-4 was approaching the deck when the deck was pitching down. As he came to the round down the deck kicked up and LSO waved him off but it was too late. They hit the round down and exploded and slid down the deck and went off into the water. I was night check supervisor for 176’s flight line at the time. We put out what pieces were on fire, held a FID walk down, and finished up the recovery. Pilot and Rio didn’t make it. Put a lousy gloom over the ship just prior to outcropping from the Med. I still think about it to this day!

Wow... These stories are incredible. "Where do we get such men?" (The Bridges at Toko-Ri (1954) - Rear Adm. George Tarrant)

Thank you for this detailed review. I learned more about flight ops in this video than from all the conversations I've had with navy fliers I've known over the decades.