USMC F-4 Phantom II Squadron History Series, No. 01, VMFA-314 “Black Knights,” 1962: 1982

By Lee DeHaven and Mike Wanamaker

This work covers the history of Marine Fighter/Attack Squadron 314, VMFA-314, while equipped with the F-4B and F-4N models of the F-4 Phantom II between the years 1962 and 1982. Marines who served with the “Black Knights” share their experiences of what life was like with VMFA-314 during the F-4 Phantom II era. These experiences include being stationed at DaNang Airbase and Chu Lai Airbase in South Vietnam, flying certain types of missions, the dangers of flying in Southeast Asia, maintaining the F-4 Phantom II, and some shenanigans.

• Language: English
• Publisher: Lee DeHaven
• Release date: Jun 29, 2018
• ISBN: 9780463565506

Lee DeHaven

Originally from Carson City and Yerington, Nevada, Lee DeHaven served in the USN between 1977 and 1980. In 1985, he embarked on a self-learning journey to research and write military aviation history focused on the F-4 Phantom II jet. Along the way he obtained multiple Associate degrees. After years of writing articles he moved up to his first book (in partnership with Rich Rentrop) published on DVD in 2007. Lessons learned, ever expanding networking with fellow historians, and the expansion of the interest has led to a multi-volume history of USMC F-4 squadron histories. If you would like more information about VMFA-314, or any other squadron, feel free to send an e-mail to Lee.

Book preview

U.S.M.C. F-4 Phantom II

Squadron History Series, No. 01

VMFA-314 Black Knights

1962 – 1982

Copyright 2018 Lee DeHaven and Mike Wanamaker

Published by Lee DeHaven at Smashwords

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Table of Contents

Background History

1962

1963

1964

1965

August, ’65

September, ’65

October, ’65

November, ’65

1966

January, ’66

February, ’66

March, ’66

April, ’66

May, ’66

June, ’66

August, ’66

September, ’66

October, ’66

November, ’66

December, ’66

1967

January, ’67

February, ’67

March, ’67

April, ’67

May, ’67

June, ’67

July, ’67

August, ’67

September, ’67

October, ’67

November, ’67

December, ’67

1968

January, ’68

February, ’68

March, ’68

April, ’68

May, ’68

June, ’68

July, ’68

August, ’68

September, ’68

October, ’68

November, ’68

December, ’68

1969

January, ’69

February, ’69

March, ’69

April, ’69

May, ’69

June, ’69

July, ’69

August, ’69

September, ’69

October, ’69

November, ’69

December, ’69

1970

January, ’70

February, ’70

March, ’70

April, ’70

May, ’70

June, ’70

July, ’70

August, ’70

September, ’70

October, ’70

1971

July, ’71

August, ’71

September – December, ’71

1972

January – February, ’72

March – April, ’72

May – June, ’72

July – August, ’72

September – October, ’72

November – December, ’72

1973

January – March, ’73

April – June, ’73

July – September, ’73

October – December, ’73

1974

January – June, ’74

July – September, ’74

October – December, ’74

1975

January – March, ’75

April – June, ’75

July – September, ’75

October – December, ’75

1976

January – March, ’76

April – June, ’76

July – September, ’76

October – December, ’76

1977

January – March, ’77

April – June, ’77

July – September, ’77

October – December, ’77

1978

January, ’78

February, ’78

March – June, ’78

July – September, ’78

October – December, ’78

1979

January – March, ’79

April – June, ’79

July – September, ’79

October – December, ’79

1980

January – February, ’80

March – April, ’80

May – June, ’80

July – August, ’80

September – October, ’80

November – December, ’80

1981

January – February, ’81

March – April, ’81

May – June, ’81

July – August, ’81

September – October, ’81

November – December, ’81

1982

January – February, ’82

March – April, ’82

May, ’82

Post F-4 History

Acknowledgements

ACRONYMS

Foreword

There have been dozens of published works covering the history of the McDonnell Aircraft F-4 Phantom II. Few among these works are in-depth histories about the U. S. Marine Corps aviation fighter squadrons. This work covers the history of Marine Fighter/Attack Squadron 314, VMFA-314, while equipped with the F-4B and F-4N models of the F-4 Phantom II between the years 1962 and 1982. Every conceivable source has been sought to locate details, both big and small. Some will think this work as too detail oriented while others will be left wanting to know more. The advantage of publishing in the electronic format is that the reader can select how much detail he/she may wish to view. Our hope is that we have provided some part of the VMFA-314 Black Knight history for everyone.

Dedication

This history of the VMFA-314 Black Knights is dedicated to all of those men and women, be they pilots/RIOs, maintenance personnel or administrative personnel, who made the Black Knights the squadron that it was and remains today. A special dedication goes to the families of the men who did not return from combat and to those families of the men who gave their lives at home. We salute you all.

Assignments

VMF-314 patch.

VMF-314

01 Oct 1943 – 1957

VMF(AW)-314

1957 – 01 Aug 1963

VMFA-314

01 Aug 1963 – Present

F-4B and F-4N era squadron insignia.

Background History

The following text in this section is excerpted from the official VMFA-314 web site (http://www.3rdmaw.marines.mil/Units/MAG-11/VMFA-314/History/, accessed June 7, 2022).

Commissioned on 1 October 1943 at Cherry Point, North Carolina, VMF-314 was assigned to MAG-32 flying the F-4U Corsair and began training immediately for combat in the Pacific. The squadron was reassigned to MAG-23, 3D MAW upon deployment to Midway Island in June 1944. The Squadron moved to Ie Shima in May 1945 to take part in the invasion of Okinawa. During the ensuing campaign, VMF-314 pilots were credited with 14 kills and the squadron was awarded the PRESIDENTIAL UNIT CITATION. At the conclusion of hostilities, VMF-314 moved to Kyushu, Japan as part of the occupation force. In March 1946 the squadron returned to Cherry Point, was re-assigned to MAG-22, 9th MAW and was decommissioned on 30 April 1947.

WWII poster, courtesy Marine Corps Aviation Association.

VMF-314 was again commissioned in February 1952 at Miami, Florida and was assigned to MAG-31, 3d MAW flying the latest version of the Corsair. That same year, the squadron transitioned to the new F9F Panther. The next three years saw VMF-314 deployed twice, first to Roosevelt Roads, Puerto Rico, and then to Atsugi, Japan for an eighteen month tour. In 1955, VMF-314 returned from Japan and was assigned to MAG-15, 3D MAW, now stationed at El Toro, California.

In 1957, the squadron received the new F4D Skyray and was designated VMF(AW)-314. During that same year, the squadron officially became the Black Knights, was awarded the Commandant’s Aviation Efficiency Trophy. Additionally they deployed throughout the Far East both on land as well as onboard the fast attack carrier USS Hancock and USS Ticonderoga.

In 1961, the squadron became the first Marine squadron to transition to the new F-4B Phantom II and was designated VMFA-314. Between 1961 and 1964, the squadron deployed eight times. These included three separate carrier deployments and a single-flight aerial refueling mission spanning the Pacific Ocean from MCAS El Toro to Atsugi, Japan.

Aircraft types flown by VMF-314 prior to the F-4B: (Top to bottom) F4U Corsair, F9F Panther and F4D Skyray. (Unknown)

An overhead photo of MCAS El Toro, 13 August 1964. (Dept. of Defense photo)

1962

F-4B 3-View. (courtesy McDonnell Douglas Corporation)

F-4B Cut-Away. (courtesy McDonnell Douglas Corporation)

VMF(AW)-314, MCAS El Toro, California and VMF(AW)-531, MCAS Cherry Point, North Carolina, were selected to be the first Marine all-weather, fighter-attack [VMF(AW)] squadrons to make the transition from the Douglas F4D-1 Skyray to the Phantom II on their respective coasts. Sorting out which squadron was ‘first’ has been something of an intra-service good natured rivalry between the two squadrons. The Marine Corps Historical Center (MCHC) does not have Command Chronology reports for individual squadrons transitioning to the Phantom II during the 1962 and 1963 period, thus, drafting these histories involves culling bits-and-pieces from related Phantom II history sources.

On the East Coast, VMF(AW)-531 released their Douglas F4D-1 Skyrays and checked in on 19 March with VF-101 Detachment Alpha, NAS Oceana, Virginia, for transition training. Typically, a squadron in transition during these first few years did not begin receiving their own aircraft until late in the transition period. Out on the West Coast, VMF(AW)-314 followed a similar path and by May was fully involved in transition training with VF-121, NAS Miramar, California. Transitioning from the single-seat Skyray to the two-seat Phantom II involved a dramatic restructuring of the squadron personnel rosters. The VMF(AW) community doubled in size with the addition of the Radar Intercept Operator (RIO) billet, mostly filled initially from the CWO ranks. Maintenance and other support personnel were sent to the Naval Air Maintenance Training (NAMT) school and a variety of USN and contractor Weapons Systems Training (WST) technical schools and manufacturer facilities for orientation and preliminary training. In the early years of operations, equipment manufacturers, especially in the avionics/radar areas, assigned technical representatives to individual squadrons to serve as troubleshooters and provide On-the-Job Training (OJT) to assist with the transition.

On 11 June, LCOL Robert J. Barbour, Squadron CO, a former test pilot for the F4H Research, Development, Test and Evaluation (RDT&E) program, at the controls, delivered F4H 149452 to the squadron at MCAS El Toro. A McDonnell Aircraft Company (McAir) document cites two aircraft delivered on 29 June. At the time the squadron was assigned to MAG-15/ 3 MAW. Each MAG had a Headquarters & Maintenance Squadron (H&MS-) to provide intermediate maintenance, training and miscellaneous administration support.

VMF(AW)-314 F4-B 149457/VW1 was among the initial batch of new production Phantom IIs to be delivered to the Marine Corps. (USMC)

Effective 18 September, the Department of Defense (DoD) implemented a services-wide aircraft designation restructuring. The manufacturer-specific F4H-1 designation was changed to F-4 Phantom II; the F4H-1 became the F-4B.

Transitioning to a new aircraft type was a major undertaking. Equipment specific to the outgoing aircraft type had to be inventoried and sent to either another unit or placed into long-term storage. Equipment specific to the new aircraft type had to be ordered—delivery of which was not always on time or in a proper sequence to facilitate the start of training. Basic support equipment for the new F-4B was prepared by the manufacturer and is representative in the photo.

F4H-1 Support Equipment. (courtesy McDonnell Douglas Corporation)

Depot Activity

Even as the F-4Bs were rolling out of the Final Assembly Building at the St. Louis, Missouri, plant the USN’s Bureau of Aeronautics (BuAer) was scheduling the entire USN/USMC fleet for a never-ending series of upgrades and as the occasions rose, rush-job fixes. The planned upgrades/changes were made as Airframe Changes (AFC) and Aircraft Electronics Changes (AEC). The notification for rush-job modifications went out as Airframe Bulletins (AFB); thereafter many of the changes were made as Interim AFCs (IAFC). Some of the changes could and were made on-site while other changes could only be made at a depot. In some cases the manufacturer/contractor/USN would prepare kits that were then sent to the field and/or to the depot.

Up through April 1967 the primary depot for the West Coast F-4Bs was the Overhaul & Repair Depot at NAS North Island, California. In April 1967 the depot was redesignated as the Naval Air Rework Facility (NARF). Other depots performing F-4B work were located at MCAS Cherry Point, North Carolina; NAS Atsugi, Japan; and to a smaller degree, NAS Cubi Point, Republic of the Philippines. The latter two depots were designated as Fleet Air Western Pacific Repair (FAWPRA) facilities.

Scheduled visits to the depot for Programmed Aircraft Rework (or Repair) (PAR) were theoretically planned at 500 flight hours (length of a ‘tour’). Squadrons during peacetime could plan daily/weekly/monthly flight schedules with relative certainty and plan PAR transfers accordingly. As operational experience and empirical evidence was acquired a more defined PAR path was developed. Some aspects were, however, set in stone: corrosion control/repainting inspections; replacement of shelf-life limited items; inspections for metal fatigue/cracks; replacement of seals; and incorporation of any outstanding AFCs and AECs.

A peacetime/CONUS depot PAR visit during the first half of the 1960s decade typically lasted between four to six months. By the second half of the decade, as more service life hours were accumulated on the airframes the PAR visits could easily last up to eight months.

To tell the story of the USMC Air-Ground Team concept one must first understand the basic philosophical and practical differences in how the individual air forces carry out their respective missions. In the early 1960s the USN Carrier Air Wings (CVW) fighter community was charged firstly with Fleet Air Defense over and around the Carrier Battle Groups and secondly, air superiority over a battlefield. The CVW attack community then carried out fragged (fragments of a higher command tasking order) missions as part of the combined CVW airstrikes. Only after the FAD, Air Superiority and CVW airstrike commitments were met did the Navy address Close Air Support/Direct Air Support (CAS/DAS). By the time the Vietnam War started the F-4B was proving to be a versatile weapons platform capable of carrying out the fighter and attack roles which in turn began to alter the emphasis on mission priority.

The Marine Air Wing mission was then, and remains today, first and foremost to support the Marines on the ground. Any excess sortie generation capability is then turned over to higher authority for assignment as needed. The typical squadron training syllabus for the F-4B squadrons was to interact with the Marine air support and ground units they would be charged with supporting in times of crisis and/or combat. The air support units often supported included:

• Marine Air Control Squadrons (MACS); indigenous air control capability established in Direct Air Support Centers (DASC).

• Marine Air Support Squadrons (MASS); which operated the Air Support Radar Teams (ASRT) controlling the AN/TPQ-10 radar bombing unit.

• CAS & DAS support for ground units engaged in amphibious maneuvering exercises.

Within the next two years all three tactical air forces would undergo fundamental changes in mission capability and at least for the USN and USAF, changes in mission philosophy as the need for more direct and immediate support for ground units became mandatory. For the USMC, the Air-Ground Team concept put the Marines at the forefront of CAS/DAS for all U.S. and allied ground units operating in the northernmost battlefields of the Republic of Vietnam (RVN, aka, South Vietnam hereafter).

In early 1964 the three Marine Air Wings were still in the process of fully equipping with the F-4B as well as developing USMC tactics for the multi-mission platform. The FAD/Interceptor mission had already been fully explored by USN Fleet (VF-) squadrons. The USMC was the force behind fully exploring the air-ground capabilities. By this time there were three F-4B squadrons assigned to each coast: VMF(AW)-314, VMF(AW)-513 and VMF(AW)-542 were assigned to 3 MAW, MCAS El Toro; VMF(AW)-115, VMF(AW)-323 and VMF(AW)-531 were assigned to 2 MAW, MCAS Cherry Point. These two MAWs would then rotate a squadron to NAS Atsugi, Japan, for 1 MAW duty ranging from six months to one year. All of the squadrons conducted air-ground training in and around their local bases and made live-fire weapons deployments to MCAS Yuma, Arizona, for austere field operations.

1963

By this time period the Navy’s West Coast F-4 Replacement Air Group (RAG) squadron, VF-121, was officially tasked as the Naval Aviation Training and Operating Procedures Standardization Program (NATOPS) manager for the F-4 Phantom II. VF-121 continually monitored and updated the F-4 NATOPS manual. Every USN and USMC F-4 aircrewman was tested annually on the latest NATOPS.

Per the VF-121 Squadron Report for the period, VF-121 commenced basic RIO training effective 1 March. This may have been referring to RIO training beginning in the F-4A/F-4B rather than the RIO training in the Douglas TF-10B Skyknight, which was slowly being phased out.

A common event for most Marine aviation units during the first days of January was to conduct a one-day, post-holiday, head-clearing Safety Stand-Down (later given the designation Back-in-the Saddle Safety Stand-Down). Additional safety stand-downs would be observed on at least a quarterly basis and often after any major accident.

VMFA-314 F-4B 150458/VW15. (courtesy McDonnell Douglas Corporation)

Training

The goal of every VMF(AW) F-4B squadron was to attain the coveted C-l Combat Capable Status rating. To reach this level of combat readiness the training focused on both individual aircrewman training and the larger, overall squadron training. On the individual level there were two kinds of aircrewmen: The first tour aviator with newly acquired Naval Aviator (pilots) and Naval Flight Officer (RIO) wings; and the second tour pilots and RIOs who transitioned to the F-4B from other combat aircraft types. The first tour aircrewmen required a more extensive training program. During the first few years of F-4B operations in the USMC inventory the majority of aircrewmen were of the second tour types. All aircrewmen were required to undergo annual evaluations and testing in F-4B NATOPS, Aircraft Systems Recognition, aviation safety, to name a few. The Maintenance Department was likewise evaluated with quarterly and annual Administrative and Maintenance Inspections (AMI), conducted by the Group and Wing inspection teams.

Flight training focused primarily on two disciplines: air-ground and air-air. Typically a squadron would focus on one discipline for a period of time (an evolution), then switch to the other discipline for a period, and then combine the two with mixed missions. The squadrons conducted in-house competitions, participated in MAG and Wing-sponsored competitions against other squadrons of the same aircraft type; participated in joint-service exercises; and participated in public relations programs with static display detachments sent to any number of USAF, USN, and USMC air bases across the country. (Even these public relations missions involved cross-country navigation, aerial refueling, and instrument syllabi certification.)

Circa May/June MAG-15’s two F-4B squadrons, VMF(AW)-314 and VMF(AW)-513, began work-ups for the first USMC F-4 Carrier Qualification (CARQUAL) evolution. Aircrews began flying day and night Field Carrier Landing Practice (FCLP) also commonly identified as Field Mirror Landing Practice (FMLP); at MCAS El Toro and at NAS Miramar. With the support of VF-121, MAG-15 flew out to the USS Midway, CVA-41, to conduct day/night CARQUALs 8-12 July. In addition to being the first USMC F-4 CARQUAL evolution this may also have been the first operational F-4 event aboard the USS Midway.

On the right, an F-4B front profile as it would taxi on the flight deck. On the left, the Nose Landing Gear oleo strut extended; flaps full down, and the stabilator in the full down position as the F-4B would look immediately prior to a catapult launch. (USN/Author-modified)

Note about Aircraft Carrier Operations: A normal ground take-off in afterburner for an F-4B in a clean configuration (gross weight of 46,000-lbs/20,865-kg) was about 2,100-ft/640-m. For catapult launches from the aircraft carrier a minimum wind speed over the deck is 15 knots or less. The flight deck wind requirement is equally low for landing. The F-4B’s rated sink rate for the landing gear was 24-ft/second (7.3-m/sec) and 25.4-ft/sec (7.7-m/sec) for the MLG and NLG respectively. The F-4B’s excellent stability and controllability in the flight deck approach configuration resulted in a less than average arrested sink rate.

On the morning of 8 July VMF(AW)-314/MAG-15, MCAS El Toro, California, deployed 10 F-4Bs of Detachment Alpha out to the USS Midway, CVA-41, to conduct day/night CARQUALs (Flight Code 1A4). The group briefing was completed at 1100 hours local time. Thereafter individual aircrews assembled with their flight leaders for additional briefing. The incident flight was comprised of CAPT Norton, flight lead, with 1LT Pieri, pilot/UNK, RIO and wingman 1LT Duane W. Watson (855 flight hours, of which 193 F-4 hours), pilot/WO-1 William J. Patterson, RIO (336 hours, of which 228 F-4 hours). The squadron manned all aircraft for a simultaneous start at 1145 hours. However, 1LT Watson’s assigned aircraft, VW18, was found to have FOD damage. The first available spare, F-4B 150471/VW4, was assigned.

CAPT Norton’s flight of three F-4Bs (of Detachment Alfa) departed at 1215 hours from MCAS El Toro, bound for the aircraft carrier. The flight arrived overhead at 1255 hours and set up for a round of touch-and-goes. After 1LT Watson performed two well flown TOGOs he was cleared for an arrested landing. The landing was uneventful. He then taxied forward and was hooked up to No. 1 catapult. Due to the aircraft’s light weight (no external stores and a limited fuel load) 1LT Watson selected full military power for the launch. The time from start of forward motion to the end of the catapult stroke was approximately four seconds with an end speed of 143 knots. A seemingly normal cat shot.

USS Midway underway, June 1963. (US Navy photo)

However, immediately upon leaving the bow at 1310 hours the F-4B entered into a 20°-30° nose-down attitude and struck the water approximately 200-ft/61-m in front of the bow. No ejections were observed. The aircraft disintegrated upon impact with debris observed passing down both sides of the ship. The empennage was observed in an upright, ±80° down attitude as it passed down the left side of the hull.

The HU-1 Detachment Golf Kaman UH-2A Seasprite Plane Guard helicopter crew observed the crash at 36°-36'N/122°-17'W and was on scene at 1311 hours. Both aircrewmen are listed as Lost At Sea/Body Not Recovered. F-4B 150471 was struck from the USN rolls at 66 hours.

* * *

On 1 August the squadron underwent a redesignation, dropping the All-Weather (AW), becoming VMFA-314.

VMFA-314 was the first USMC F-4B squadron to venture to the Far East. Spring was dedicated to a training syllabus focused on the upcoming overseas deployment. By June the more ‘routine’ tactical operations ceased and focus was squarely on training for the trans-Pacific (transpac) move. The aircrew training syllabus likely focused on three phases: 1. water survival; 2. pre-flight, in-flight, and emergency procedures, and; 3. refueling refresher/profile flights. The Maintenance Department worked around the clock to prepare the F-4Bs for the long cross-country and transpac move. With all aircraft systems checking out the aircrews flew the required 3-hour profiles. The squadron was then ready for the transpac.

VMF(AW)-314 F-4B 150453/VW11, lining up on Catapult No. 1 during the carrier qualifications aboard the USS Midway, CVA-41, on 8 July 1963. (USN)

In November the squadron embarked on a one-year overseas move to NAS Atsugi, Japan, being assigned to MAG-11/1 MAW. The trans-Pacific (transpac) route began with the VMGR-352 Lockheed KC-130F Hercules tanker/transport flying in a pathfinder role. Enroute aerial refuelings from the tankers were followed by a layover (Remain Overnight, RON) at MCAS Kaneohe Bay, Hawaii; NAF Wake Island, then making the final leg to Japan. VMFA-314 relieved VMF(AW)-542, flying the Douglas F6A Skyray, which then redeployed home to MCAS El Toro and commenced with the transition to the F-4B (was redesignated VMFA-542 effective 2 November).

Detachments were periodically deployed to Yokota AB, Japan, to stand 5-minute Air Defense Alert duty. Then First Lieutenant (1LT) John D. Cummings recalls duty at the USAF/Pacific Air Force (PACAF) facility as really great, even had a 24 hour a day cook while we were on alert. Two other air defense deployment locations were Kadena AB and NAF Naha, both on Okinawa, Ryukyu Island (then a protectorate under U.S. control). The USMC F-4B squadrons likely engaged in Air Defense Exercises (ADEX) with the USAF 51st Fighter Interceptor Wing (51 FIW), flying the Convair F-102 Delta Dagger interceptors out of Naha AB. The 12 TFW, MacDill AFB, Florida, began sending F-4C air defense rotation squadrons to Naha AB, the first of which arrived on 12 December (555 TFS). The squadron deployed detachments and in whole to NAS Cubi Point, Republic of the Philippines, for live-fire ordnance training.

Among the training undertaken at NAS Atsugi involved aircrews participating in the Sea Survival School at Namazu, Japan. This three-day school was conducted during the summer/fall months, offering familiarization with and operation of cold weather/anti-exposure personnel and survival equipment. Issued were the bulky cold weather undergarments and anti-exposure flight gear. Operations in the North Pacific (an area to include the Sea of Japan) mandated aircrews undergo cold weather training which included mandatory attendance in USAF’s Sea Survival School’s Water Survival Course at Namazu, Japan. In addition to the equipment aircrews attended lectures on basic sea survival techniques and the medical aspects of cold water sea survival. When the VMFA-squadrons forward deployed to Southeast Asia they left the cold weather/anti-exposures/full pressure suit personnel equipment in storage at MCAS Iwakuni. Local area Search and Rescue (SAR) training included helicopter pick-up and the use of sea survival equipment.

1964

VMFA-314 F-4B 151020/VW17 passing by Mount Fuji, Japan, circa 1963/1964. (Ed Edelen Photo, Jim Leedle collection)

On 14 June VMFA-314/MAG-11, NAS Atsugi, Japan, scheduled cross-country missions (Flight Code 3A1) to NAS Cubi Point, Republic of the Philippines, by way of Kadena AB, Okinawa. LCOL Robert J. Barbour, Squadron CO, pilot/1LT Thomas R. O’Brien, RIO, manned F-4B 148411/VW15, call sign Spook 26, with CAPT N. Bibler, pilot/CAPT D.A. Villeneuve, RIO, in F-4B/VW5, call sign Spook 53, in the wingman slot. The first leg of the cross-country mission was a 2.3-hour long leg from NAS Atsugi to Kadena AB.

Following a brief crew rest and aircraft servicing the mission resumed with take-off at 1803 hour local time. VW5 experienced a blown left Main Landing Gear (MLG) tire on take-off. The mission proceeded with the new expectation of making a Morest landing at NAS Cubi Point.

At approximately 17.3-mi/28-km out from NAS Cubi Point Spook Flight reported the field in sight. LCOL Barbour canceled the instrument approach for a VFR entry and landing. In parade formation Spook Flight commenced their let-down. Between 1,200-2,000-ft/366-610-m Spook 26 commenced a gradual transition to remain VFR as they neared a low scud layer of clouds. Shortly thereafter Spook 53 lost visual on Spook 26 and took standard separation with a pull-up away and to the right. Spook 26 continued straight ahead for separation. Due to the cloud cover the section commenced a climb to ensure clearance over the local mountainous terrain.

Spook 26 reverted back to IFR flight procedures and continued the climb in an attempt to clear the low cloud layer. Turbulence, lightning and the eerie glowing blue light of St. Elmo’s Fire effect! Spook 26 had penetrated a thunder cell. At the time they did not experience difficulty maintaining IFR conditions. By that time they were up at/around 22,000-ft/6,706-m.

Trouble began when the oxygen Low Level warning light illuminated. LCOL Barbour instructed 1LT O’Brien to turn off his oxygen in order to conserve. The ICS was switched from ‘hot mike’ to ‘cold mike’ to reduce the noise level. Spook 53 reported that they had the field in sight and were instructed to land. Spook 26 made a 30° banking left turn in an effort to clear the weather and reestablish VFR conditions. LCOL Barbour noted the AJB-3 jumping erratically. He looked for the radar gyro horizon—he saw only a black shape. In quick succession several CAUTION lights illuminated: bus-tie; OFF flag for the AJB-3; and both generator lights were blinking ON and OFF. A scan of the instrument panel revealed the altimeter descending rapidly with a corresponding increase in airspeed. LCOL Barbour called to his wingman, 5 this is 26, in trouble, gyros tumbled! He reported his impression of being in a right, descending spiral or spin and tried to correct. 1LT O’Brien reported his instruments indicated the F-4B was in a nose-down,