Naval Aviation Training Hazards and a Hyped Lecture

(click to zoom photo of Vigilante about to land on Carrier)

Soon we were ready for Carrier Qualifications. My pilot and I had completed twenty training missions, learned all the features of the RA5C, and become an efficient team. Our snake-ranch group realized we had to give up the rental home we had enjoyed because each of us flew to an aircraft carrier on a different schedule. I moved into a two-bedroom apartment with another RAN who had Carrier Qualifications close to my schedule.

“Did you know the RAN who graduated from Yale, ejected from the RA5C twice in eighteen days, and was sent to Puerto Rico to recover?" he asked when I met him there.

“Yeah. What happened?”I asked curious and concerned.

“In the last accident his RA5C had a mid-air collision with an F-4 approaching a landing on a carrier near Cuba. The F-4 pilot and navigator ejected when their plane was beneath the RA5C. Their bodies still in their ejection seats smashed into the fuselage of the Vigilante causing his pilot to eject their crew at night over dark water.”

“What happened after the mid-air collision?”I asked even more worried.

(click to zoom Vigilantes passing over a Carrier)

“As their parachutes opened they saw the F-4 pilot and radio intercept officer being attacked by sharks in the water below them,” he said motioning with his hands to show jets colliding and his disgust at the sharks as I listened in awe.

“He and his pilot used super human strength to make their parachutes’ carry them away from the swarm and blood. A helicopter with a spotlight on the scene picked them up  from the water shaken by unharmed almost an hour later.”

“What kind of a mission did they fly over Cuba?” I asked bewildered by the news.

“Photo-Intel. How much do you think that cost the Navy?”he asked.

“I haven’t a clue, but those jets cost millions not to mention the lives!”

“They told us each RA5C had a value of $22,000,000. That makes $44,000,000. When you lose two crew members, with all that training, the loss is staggering.”

We soon learned of another fatal accident that affected all of us. Two of our classmates involved in carrier qualifications after a touch-and-go-landing off the carrier deck, drove directly into the water without ever gaining altitude! The right engine blew up when the pilot increased the throttle, killing him and a RAN from our class. It happened so fast, neither had a chance to eject.  Even if they had ejected, their parachutes would not have saved them, as the ejection seats are useless at such a low height and speed. My mind replayed what it had to be like for my friend, not knowing what had happened before it was too late because of the obscured visibility and split second nature of jet aircraft accidents. My stomach rolled every time I thought of the incident and tried to put it out of my mind, but it was firmly lodged.

(Dan about to enter the back seat of a Vigilante at Sanford Naval Air Station)

At the base ready room I checked all the RA5C safety reports and found many more fatal Vigilante accidents had occurred on carriers or military air stations all over the world. Just at Sanford, the RA5C suffered many fatalities since I arrived and there had been numerous before. “The Navy made a mistake when it accepted seventy-six of those high altitude A-5A bombers from the Air Force and converted them to RA5C’s by adding an extra fuel tank, cameras, side-looking radar, and electronic counter-measures equipment that made some call them ‘elephants’ because they were so heavy and reacted so slowly during carrier landings. Others called them the ‘flying coffin,’” an experienced pilot said.


Midshipmen from Annapolis on summer cruise visited our training squadron to learn about the RA5C for the pilot and the RAN program. “Mr. Lavery, I like the way you handle yourself here,” said our Commander Brown of the training squadron RVAH-3. “I’m impressed with your athletic activities leading our squadron flag football team to win first place and winning the squadron championship softball game with a homerun. Finding time to get involved and relate well to the enlisted men is a sign of leadership. I played football at Annapolis and always follow Navy sports. Would you address the Annapolis midshipmen tomorrow at 1000 (10 A.M.) and discuss the RAN program since you also graduated from the Academy?”

“Yes, Sir. I’ll gladly tell them all about the program.”

Although I had serious misgivings about the RA5C and the RAN program, especially after learning of the most recent horrific accidents, and my own hazardous experiences, the base commander had honored me. Many positive aspects about the sleek Navy jet were impressive. I flew with a very skilled pilot and had an opportunity to impress the squadron commander. After preparing a talk emphasizing all the plane’s best characteristics, I stood before a mirror in my rental house and practiced. In an auditorium set up in an empty hanger that normally housed aircraft, I addressed sixty Naval Academy midshipmen who had completed two years at Annapolis. They wanted to learn what the RA5C had to offer prospective naval aviators. After lauding the best features of the RAN program, the RA5C, and the naval aviation training at Sanford, I opened the lecture up to questions.

(Click to zoom Vigilantes flying over Florida)

“I’m concerned about the chance for advancement as a naval aviator in the RAN program if we do not qualify as pilots due to eyesight or other factors,” a thoughtful midshipman asked.

“That’s what I’m doing. Wearing contact lenses because my eyesight is 20/30, up to this point in my training I haven’t experienced anything that conflicted with my career plans,” I said. This midshipman had mentioned one of my own major concerns.

“Why should any senior aviator select a navigator of a jet aircraft to command a squadron made up of pilots and navigators, since a pilot is in a better position to know all the features of the RA5C and is regarded as a leader over any navigator?” one asked identifying the dilemma that most bothered me.

“I’m new to the RAN program and have heard that there are many opportunities for us to advance with the pilots, but whether a RAN could command a squadron, I’m not sure. The RAN program is new and well may offer advancements we may not envision. The RAN is the center of the intelligence gathering mission in the fleet and should be able to advance in Naval Intelligence equally with any pilot. We will have to observe how RANs advance over the years.” My answer seemed to have deflated the questioner, my audience, and me.

“How does it feel sitting in the back seat of a Mach 2 jet working on equipment while the pilot controls the aircraft and you cannot see or assist if he were injured? another asked.

(Click to zoom Vigilante on the ground at Sanford N.A.S.)

Pausing to reflect quickly, "Navigators seem vulnerable because of dependence on the pilot in an emergency where the back-seater can’t see to evaluate a hazard,” blurted out of my mouth. “If we encountered a dangerous situation, I had the option of ejecting independently of the pilot, but would never do that unless that was the best solution. If there were time to discuss the emergency, we could work out a plan. I trusted my pilot would eject us both if it required immediate action due to some serious malfunction.” A few in my audience were shaking their heads in disbelief. Accidents in jet aircraft were instantaneous cataclysms. My words were hollow. Navigators in the Vigilante were sitting ducks. These questions haunted me on my way back to my apartment and realized I had over-hyped the program. Not convinced that this program had such career potential for a navigator compared to a pilot, I should have revealed the conflict to them but couldn’t. Had I failed in my duty?

(Click to zoom Vigilantes in the clouds)

This entry was posted in Memoir "All the Difference", Non-Fiction, Pictures, Writings by Daniel C. Lavery. Bookmark the permalink.

About Daniel C. Lavery

Dan’s writing shows his transformation from a child to an athlete and a Duke pre-ministerial student where he began to question ancient and arbitrary dogma. He graduated from Annapolis, navigated a Navy jet, and a ship to Vietnam, fell in love, turned peace activist and a civil rights lawyer for Cesar Chavez's UFW. His memoir, "All the Difference," describes the experiences, some humorous and others deadly, that changed his consciousness from a pawn to an advocate crusading for justice against some of the most powerful forces in America.

7 thoughts on “Naval Aviation Training Hazards and a Hyped Lecture

  1. What a dilema!

    I found that, where advancement in rank and enhancement of personal prestige were concerned, most of the (few) USNA officers with whom I served had long since laid aside the spirit of the Honor Code. I never did, and I followed such obsolete absolutes as “Never make excises!” to my own disadvantage.

    June Week radically changed the world that we lived in, but that was something that we were never told . . . We blind idealists passed thru that portal naked and at our own peril.

    But what were you to do in this case — where the CO’s interests turned more on sports and adherence to the safe party line than candor. You don’t suppose that he was ignorant of the facts that you had assembled, do you?

    Do you know at what rank he retired? 06 is a virtual certainty, I’d say, with 08 or better not ruled out.


    • Hi Dave: Thanks for your thoughtful input and glad to be counted with you as a blind idealist. Everyone admired the CO, who was a remarkably cool leader. I have not followed his career, but imagine he made admiral. I’ll send you an email on this.

  2. Hey Uncle Dan, There was a future for RANs in the Navy…if you could manage to stay alive. Dick Dunleavy was an RAN, and retired a 2-Star Admitral (would have been 3 if not for the Tailhook scandal…). He was the Navy’s first Naval Flight Officer to command an aircraft carrier, The USS Coral Sea, and he also served as the Navy’s Chief Aviator – Deputy Chief of Naval Operations for Air Warfare (probably also a first for an NFO). He was Chief of Naval Air when I was in the Navy.

    • Hi Tim: At 25 I wasn’t in a position to accurately evaluate the future of the program. A Captain in Bupers told me I had made a mistake entering the program from the Naval Academy because there was a better future elsewhere. For many reasons mentioned in my memoir, I decided to transfer to surface ships and was glad to become a shipboard navigator. Thanks for adding another success story I was unaware of. I did learn of another involving a snake-ranch friend, Academy grad, who had a fine career as a Ran in the RA5C in my class.

  3. A-5 Vigilant
    Interesting pictures.
    The A-5 is one of my favourite USN planes
    Do you have more A-5 pictures. Can you help me ?
    I am missing the following:147862/148931/149282/290/292/303/308/

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