Carrier Pilot's Nightmare Story About a Prowler Landing on Top of His Viking 

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 🙏🏾

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 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.

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

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.

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.

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

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.

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

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!

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

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.

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.

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.

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.

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

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.

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

I served with Walleye when we were JO’s. He was two years senior to me and we cruised together in 1989 (his second, my first). As a senior LT and LSO, he was the guy you went to with questions about everything S-3 NATOPS and JO life in general. Just a genuine dude who was fortunate to survive that incident. I hope to see him at the Viking reunion next year!

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

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.

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

Compelling story from Walleye. ⭐️⭐️⭐️⭐️ episode.

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

It’s never just one thing. Seemingly minor glitches stack up, inoperable lights, field of view obstructions, short comm cord, some minor distraction, responses slowed by fatigue, maybe, and suddenly the margin of safety vanishes in the blink of an eye and it is a disaster. This is true in so many fields of human endeavor. Thanks for your service, gentleman.

I’m not an aviator but my FiL was. He was born in Berlin in June 1945 and as a child 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 later 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.

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

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!

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.

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.

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.

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

My deepest condolences to the EA6B flight crew and their families. The true heroes of this mishap were the search and rescue diver, the flight deck personnel and the medical team. I commend Captain Wallace sharing his heart felt story. Few that have had this type of experience are so candid. Sailors like "DDucksOne" shares a horrifying story (see below) where he and his shipmates were almost critically injured. I was an A6E driver and LSO onboard the USS Nimitz during the 1981 Marine EA6B mishap. We lost 14 good people that day. I knew the Marine pilot, Lt Steve White (RIP) fairly well both as an LSO and as a friend. He was probably the best pilot in the squadron. Flying jets off of an aircraft carrier is serious precise business. It doesn't take much to screw up. Another fellow aviator of mine, LT Bruce Stutsman, had just climbed out of his A7 when the EA6 wing sliced through his cockpit. We thought the worse until someone found Stuts below deck. The crew of the F14 that got hit barely made it out of the cockpit. Unfortunately, several flight deck people didn't make it. Mooch, a USNA graduate, Lt John Tindle, was a "Shooter" (Catapult Officer) on board. John was manning a hose near the flames when a live Sidewinder fell into the AFFF. Nobody saw it lying on the flight deck. It exploded killing some and injuring John. John took shrapnel in his legs. When the 'winder exploded, it was almost comical because the guys up front fell over in unison like bowling pins. A B/N from my squadron(VA35), USNA grad, Lt Rich Faulkner, had just climbed out of his A6 when the plane crashed. Rich was up front with John when the Sidewinder blew. A man standing right next to rich was cut in half by shrapnel. I was manning a hose on the fantail and we were knocked over by the blast. The fire took a long time to put out. The recovery of bodies was gruesome and lasted until daylight. The damage was extensive. We "bustered" back to Naval Base Norfolk. Enroute, the damaged planes and other damaged equipment were pushed over board. It was weird watching an F14 being pushed over board into the sea. The entire story is very interesting and it starts way before the accident. Mooch, you might want to track down John Tindle. The last time that I saw him, he was a neighbor of mine living in Ashburn Virginia. I know this accident from a pilot / LSO viewpoint. John was right up front fighting the fire, helping survivors and got seriously injured during the blast. He would be a good interview. So would Rich Faulkner.

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

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.

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

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

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!

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

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.

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.

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.... 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.

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!

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.

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! 💯

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!

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

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..

Thank you for this video Ward. Bless you 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.

One of your best video's Mooch. Thank you for posting. I was U.S. Army 1968 to 71. Two of my older brothers were on Aircraft Carriers in the late 50's through the 60's. God Bless all of our service members past, present, and future.

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.

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.

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.

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

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.

Thank you for the honesty and courage to share This tragic moment.

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.

More of this please Ward. What an amazing recounting. Thank you all for this sharing.

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.

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

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.

What an excellent episode, thanks for showing it to us!! Walleye's description of time slowing down has happened to me a hand full of times and it is real. Some more recent times experiencing it don't even seem possible but, my mind's eye saw what was happening. I think it's part of what is known as fight or flight or act or die in this case, they correlate in this situation.

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.

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.

Absolutely riveting. Nothing but admiration and thanks for all of you. Walleye’s sharp memory, naturally phenomenal storytelling gift, and complete authenticity as a man is just incredible.

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

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

Amazing story guys. Thank you for your service and sharing this story. Salute you all!

Good job to all aviators on the video and especially to you Mooch for bring this to us.

Another informative and interesting episode!! Thank you gentlemen, a difficult event explained with dignity!

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

Great episode. Very moving and motivating story. Thanks

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.

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!

What a powerful video! Thanks Mooch!

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

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.

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

Wow…. What a humbling story!! Thank you all for sharing!

Absolutely fantastic story-telling. I was riveted the entire time to Walleye's memories, picturing what he described.

Absolutely awe inspiring, gripping and terrific story. Thank you.

Fantastic episode and a riveting account of survival, faith, and remembrance. Thanks gentlemen!

Definitely one of your best episodes, thank you for sharing!

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.

Incredible story, never heard of this incident before. One of your finest videos Ward! 👍

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.

Wow... What an intense episode... Thank You for presenting this... God bless everyone who has the courage and dedication to carry-on with their duties in the face of danger, with whatever it is that they are doing...

Regardless of the horrific outcome Ward, I really do enjoy these videos where you have heroes discuss their story. Salute.

Another outstanding session. Very good Mr. Carroll.

Incredible story, glad you made it through.

Incredible story. Thank you for sharing it.

Wow, so tragic .! Great episode, but very sad for the other crew. Walleye, thanks for your service.

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.

Another excellent interview, with lessons learned from a first hand account. Thanks Mooch, Walleye and Hozer...Fly Navy!

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.