#VFA-136

[opelman]

Stars and Bars by Treflyn Lloyd-Roberts Via Flickr: VFA-136 "Knighthawks" CAG Bird gives a nice topside view on its third pass in quick succession through Jedi Transition on the Sidewinder low level route. Aircraft: US Navy McDonnell Douglas F/A-18E Super Hornet AB-300. Location: Saddle, Rainbow Canyon, Death Valley National Park, California, USA.

[usafphantom2]

A F/A-18E “Super Hornet” with Strike Fighter Squadron 136 (VFA-136) assigned to Carrier Air Wing One (CVW-1), is seen taking-off from the USS Harry S. Truman (CVN-75) in the Northern Red Sea tonight for strikes against the Houthis in Western Yemen.

@sentdefender via X

[blackros78]

F/A-18C Hornet (VFA-136 / CVW-7) - July 1993

[boeingboingboing]

Hello, i wanna talk about Kittyhawk's jets.

So about Kittyhawk's aircraft; we know he carries the jets, Stu bop and Marco who are hybrids of F-18 and Harrier. But Kittyhawk carried the F-18 super hornets and A-6 intruders. So the headcanon? Stu bop and Marco type hybrid jets are another type he carried in WoC, and instead of being just their kind, Kittyhawk carried the F-18s and A-6s like his real counterpart.

So I took in the squadrons stationed on Kittyhawk from 2004-2009, that is post the retirement of the tomcat squadron from NF were VFA-102 (Diamondbacks/F-18s), VFA-192 (Golden dragons/F-18s), VFA-195 (Dambusters/F-18), VFA-27 (Royal maces/F-18s), VAQ-136 (Gauntlets/A-6s). VFA-102 replaced the tomcat squadron VF-154 before this. So if I were to throw Stu and Marco in a squadron, its in any of the F-18 squadrons that is VFA-192, 195 and 27. If I were to choose a squadron for them both, it would probably be one of the F-18 squadrons stationed.

Here's the pic of the whole gang who were on the Kittyhawk! (Left to right) VAQ-136, VFA-102, VFA-27, VFA-192, VFA-195

[gerardlesudiste]

Portrait de femme : La Lieutenante Amanda Lee, première femme pilote de jet de démonstration des célèbres et mythiques "Blue Angels" de l'US Navy.

Le lieutenant Amanda Lee est originaire de Mounds View, Minnesota. Elle est diplômée de l'Irondale High School en 2004, où elle a participé à des compétitions de soccer, de hockey sur glace et de natation. Pendant ses études à l'Université du Minnesota Duluth, Amanda s'est enrôlée dans la marine américaine en tant que technicienne en électronique d'aviation (AT) et a eu son premier commandement avec le Strike Fighter Squadron 136 (VFA-136) "Knighthawks". Elle a été sélectionnée pour sont admission en service en tant que pilote par le biais du Seaman-to-Admiral (STA-21) programme de mise en service en 2009.

L'année suivante, Lee a assisté à la Naval Science Institute (NSI) pour la formation des officiers à Newport, Rhode Island, et a commencé simultanément ses études à Old Dominion University à Norfolk, en Virginie, où elle a obtenu un baccalauréat ès sciences en biochimie. Amanda a obtenu sa commission dans la marine américaine en août 2013 et a fait rapport à la Naval Air Station (NAS) Pensacola, en Floride, pour commencer sa formation de pilote naval.

Elle a suivi l'Aviation Preflight Indoctrinement (API) en Avril 2014 et a terminé la formation de vol primaire en novembre 2014 dans le T-6B Texan II au NAS Whiting Field tout en étant attaché au Training Squadron Two (VT-2) "Doerbirds". Ensuite, elle s'est rendue au NAS Kingsville, au Texas, où elle a terminé sont entraînement en vol intermédiaire et avancé dans le T-45C Goshawk tout en étant attaché au VT-22 "Golden Eagles".

Amanda Lee a été désigné aviateur naval en avril 2016. Après avoir gagné ses ailes d'or, Amanda a été intégré au Strike Fighter Squadron 106 (VFA-106) "Gladiators"a la NAS Oceana à Virginia Beach, Virginie, pour s'entraîner sur le F/A-18 Super Hornet. Sa première affectation à la flotte était avec le Strike Fighter Squadron 81 (VFA-81) "Sunliners" de la NAS Oceana, Virginie, où elle a effectué deux déploiements de combat à bord du porte-avions USS Harry S Truman (CVN-75) soutenant l'opération Inherent Resolve (OIR), l'opération Freedom Sentinel (OFS) et l'exercice Trident Juncture de l'OTAN. Parallèlement au vol, elle a occupé le poste d'officier des horaires, Officier du mess du café, officier de la division de ligne et normalisation de la formation et des procédures d'exploitation de l'aéronavale (NATOPS) Officier.

À la fin de son déploiement 2019-2020, Amanda est revenue au VFA-106 en tant qu'instructrice F/A-18 E/ Super Hornet, pilote (IP) pour former les aviateurs navals nouvellement ailés et les officiers de bord de la marine dans l'emploi tactique du Super Hornet. Tout au long de son séjour à VFA-106, Amanda a été agente des horaires, chef des opérations Représentant, officier de planification du détachement, officier de quart principal et chef d'équipe de démonstration de Rhino.

Amanda a rejoint les Blue Angels en septembre 2022. Elle cumule plus de 1 400 heures de vol et plus de 225 atterrissages arrêtés sur des porte-avions. Ses décorations comprennent quatre médailles d'honneur de la Marine et divers récompenses personnelles et unitaires.

Photos © US Navy.

[mustanged]

#𝐌𝐔𝐒𝐓𝐀𝐍𝐆𝐄𝐃 ⏤     independent, private, selective & plot-driven original character 𝐊𝐀𝐈 𝐅𝐋𝐎𝐑𝐄𝐒 based in the top gun universe.  green to gold; prior enlisted ( arc 2 - aviation machinist's mate assigned to vfa-136 knighthawks ) before comissioning ( arc 3 - naval aviator assigned to vfa-14 tophatters ). 

written by mini, 26, gmt+1, she/her

blogs: @untwined, @daygeneral, @mustanged & @moiraied

[nicholassabalos]

Birds of a feather....

                                           ....flock together....

ARABIAN SEA (December 27, 2019) -- Three United States Navy F/A-18E Super Hornets assigned to the Strike Fighter Squadron (VFA) 136 "Knighthawks"....fly in formation on their way back to their overseas-deployed nuclear-powered aircraft carrier, USS Harry S. Truman (CVN 75), after completing a training mission.

An F/A-18E Super Hornet from VFA-136 takes off from aircraft carrier USS Harry S. Truman (CVN 75).

                                    USS Harry S. Truman (CVN 75)

                                         _____________________

>>CLICK the top photo for a closer look....

>>Top photo: LCDR Darin Russell, USN; 2nd photo: Mass Communication Specialist Seaman Kelsey Trinh, USN

          Strike Fighter Squadron (VFA) 136 "Knighthawks" insignia

[rjbailey]

F/A-18E Super Hornets fly in formation over California. by Official U.S. Navy Page Via Flickr: PACIFIC OCEAN (March 12, 2019) F/A-18E Super Hornets from Strike Fighter Squadron (VFA) 136 fly in formation during a photo exercise over California. VFA-136 is an operational U.S. Navy strike fighter squadron based at Naval Air Station Lemoore, Calif., and is attached to Carrier Air Wing (CVW) 1. (U.S. Navy photo by Chief Mass Communication Specialist Shannon Renfroe/Released) 190312-N-FC670-0710

[planesawesome]

US NAVY F/A-18E Super Hornets VFA-136 “Knighthawks” (Photo: Shannon Renfroe)

[usafphantom2]

#TomcatTails

#TomcatTuesday

Single Engine Divert to Kuwait

I supremely enjoyed my time in the VF-154 Black Knights onboard the USS KITTY HAWK (CV 63) from 1998-2000. Our Air Wing was CAG 5 and we had 3 Hornet squadrons (VFA-27 Royal Maces, VFA-192 World Famous Golden Dragons, VFA-195 Dam Busters), VAW-115 Liberty Bells, VAQ-136 Gauntlets, VRC-30 Rawhides, VS-21 Fighting Redtails, and the HS-14 Chargers. That’s a LOT of airplanes on the little ol’ Kitty Hawk but she was a very capable boat and ran her smaller flight deck very efficiently.

Back in those days, the Kitty Hawk/CAG 5 team would typically have a “Spring Deployment” from March to June or so, then the “Winter Deployment” from September to November. Our principal focus was the Korean Contingent, the war plans for what the US would do in the event a million screaming NORKs came flowing south into South Korea. The initial responses would generally be USAF assets with the Kitty following up in about a week after the flag went up. It was a pretty interesting battle problem for the Air Wing because the NORKs had a REALLY heavy IADS (Integrated Air Defense System) and a massive air force, arguably of mostly older Vietnam-era jets, but if you’re getting run down by THIRTY MiG 15s, you may have a problem.

At any rate, in 1999 we got roped into the Arabian Gulf rotation because there was a gap in CNVs that we had to plug. At that time, it was still kind of that Operation Southern Watch thing with a no-fly zone enforcement over Iraq, along with a new thing called Response Options (RO). Essentially, if the Iraqis did something untoward (flew combat jets, lit off SAM radars, committed hostile acts, etc.) then that would trigger a “Response Option” mission designed to basically swat their nose with a newspaper. We didn’t get to pick the targets, we didn’t even get to pick the ordnance. It was “hit this target with this sized bomb on this date and time”. We kinda knew what we were doing with Weaponeering (the science of blowing shit up) by then and didn’t need the help, but oh well. And the ONE TIME I got to drop a bomb in anger was for an RO mission. I’m no war hero compared to so many other Tomcat drivers out there but at least I got to fire a shot in anger. But that’s a story for another #TomcatTails. This one is about flying a heavy Tomcat in the HOT Persian Gulf when something goes wrong.

On this particular deployment we’re part of the RO team so we had a pretty cool load out.

- 1 x Phoenix (station 1B)

- 2 x ‘Winders (stations 1A, 8A)

- 1 x LANTIRN Pod (8B)

- 2 x GBU-16 (1K pound LGB; 3, 6)

- 1 x “stinger” Sparrow in the belly (4)

We’d drag that load around all the time (same in the image with this poast) as it was highly versatile and we loved the GBU-16, calling it the “Gentleman’s GBU”. It was a great weapon with outstanding penetration characteristics so it was a good all around boom-boom and wasn’t especially heavy or draggy. Contrast that with a GBU-12. Only a 500-pound bomb so some targets might not be destroyed enough. Then you had the GBU-10, a 2,000-pound monster that would blow the living shit out of anything but were VERY heavy and draggy. No, we preferred the trusty GBU-16.

We’d chopped into the Persian Gulf by April and started up our patrols. By the May/June timeframe it starts to get pretty hot in the Gulf. The water gets up to 82° which heats the ship, the air temps get into the high 90s, and it’s just another summer in the Persian Gulf. All the former Persian Gulf Sailors can attest that it’s just balls hot there. Consider as well that aerodynamically, the worst performance envelope for aircraft is “hot, high, and heavy”. We certainly didn’t have the “high” part at sea level, but we had the “hot and heavy” in spades. It has to do with hotter air being less dense and offering less Bernoulli’s under the wing to keep the plane flying. Or something like that. I was a Geography Major……don’t ask me.

On one fine, sunny (hot) Friday, myself and Huey man up for a standard RO patrol flight providing presence over Southern Iraq for a few hours. It was generally a “double cycle” with a standard cycle of the flight deck being 1.5 hours. Launch, gas up, patrol, gas up, patrol, gas up, patrol, gas up, recover. Pretty simple operations. Except this day. And I remember it was a Friday because we were wearing our “shit hots”, a term used for the special flight suit all squadrons have made based on their unit colors. Ours, of course, were all black with embroidered insignia, etc., hence the “shit hot”. That comes into play later.

We bang off the cat and start our climb out at 7 miles from the boat on the assigned radial. Normal Case 1 departure is to launch, do a quick clearing turn left or right to get out of the way of the ship, level off at 500 feet and then at 7 miles start your climb on the daily assigned radial from the ship. During our climb out, wouldn’t you know we get a Master Caution flashing light on the main instrument panel and I look down/right at the CAP or Caution Advisory Panel to see which of the 52 possible warning (yellow) or advisory (green) lights needed attention. Shit. A right Breather Pressure light.

The Breather Pressure light was a relatively new light for the F-14A. I don’t recall the exact year, but it became known that excessive engine breather pressure was an indication of possible catastrophic engine failure (BOOM!) and the light came on to give you time to reduce power and assess. It was a “land as soon as possible” emergency, so kind of a big deal. In certain situations you could leave the bad engine at idle (night, bad weather) but normally you’d shut it off and recover single engine. Also key to note here, when this warning modification first came out there were quite a few false alarms, making us recover single engine at the boat with a perfectly working motor shut down (causing you to think about the risk balance there). That created a little skepticism about the Breather Pressure light but we’d generally honor it. And in this case we did.

First, we’d just launched so we’re WAY fat on gas so gotta start dumping. Dump is on and Huey starts talking to the boat as we arc around left to get behind the ship anticipating a single engine straight in. I think we climbed to 8,000 feet and shut the motor off and arrived at a holding position behind the boat. The Tower said to let them know when we were ready. “Roger that” as we now start to prepare for the single engine trap. They’re pretty varsity, but during the day not THAT scary. It takes some rudder to keep it all balanced but all in all it’s manageable if you stay in front of the jet.

We were having trouble getting all the fuel to transfer out of the drop tanks because those use a fuel pump to move and we had one engine off, lowering the fuel pressure a bit. We eventually get to where we can start slow flighting the jet to see if we can’t get to landing speed (15 units Angle of Attack or AOA). I think maximum landing fuel was like 5,500 pounds or something so we dumped to 7K just to test the jet. The right drop tank still had 500 pounds in it which you can’t land with….eh, I’ll get to that later.

We drop to about 5K feet and start to slow down. 250 gear down….200 flaps down…..speed brakes out…..slower….12 units……13 units…..and WOOPSIE DAISY we depart to the right. Full power, clean up, get the nose above the horizon aaaaaannnnd, we’re flying again. Hmmm. Let’s try that again. Gear…flaps….speed brakes…..13 units…OFF WE GO. Recover. Dammit. Hot and heavy is not a place to be a test pilot so I tell Huey we’re going to Kuwait while we still have the gas. He says “Really?” Yup. Call tower and tell ‘em we can’t get to 15 units and we’re going to Kuwait. He does.

Tower comes back “Stand by Knight 102.” Pause. Obviously, my CO, ships CO, CAG, Admiral are all talking. “102, Tower. We’d like you to try and slow flight one more time to see if you can’t get to on-speed.” Easy for you guys to say sittin’ next to the cookies. I tell Huey to tell them “no” and switch to Red Crown (Gulf air control cruiser). Huey again, “Really?!?”. I don’t normally talk on the radio but I’m the Pilot in Command and wanted to give Huey some backup so I key and say “Tower, Knight 102. We’re unable to get on speed with this jet so we’re going to divert to Kuwait. Switching.” That last switching comment is to indicate we’re leaving the radio frequency because we’ve made our decision and the conversation is over. One doesn’t do that much in a career, but they didn’t sign for the jet, they weren’t single engine in a heavy jet on a hot day, and they weren’t going to get wet or worse if this went badly, so see ya later. I tell Huey to switch. “Okaaaay”, he says a bit in disbelief. This actually was a very valuable lesson for him later in the Knights on a divert to a Japanese airfield. If you’re airborne, take no shit.

And so we start the route to Kuwait. Nothing really fancy. Just trucking along. At this time, the Air Force had set up shop at Kuwait International Air Port a number of years previous and had quite an operation. A tent city, catered food, a post Exchange (WalMart), jets, bunkers, and all the things you need to run a small Air Force det. Some of the USAF brethren can expand on that as my interaction there only lasted a couple days.

One “funny” thing happened on the way to Kuwait. Over your left knee in the Tomcat are your engine instruments in the form of white vertical tapes with all white maxed out, all black means off. They’re RPM, TIT (Turbine Inlet Temperature), and Fuel Flow which is the primary engine gauge used to set your power. We’re just tooling along, left tapes in their proper ranges in white, right tapes all black with the motor off. At one point I glance down just as the LEFT Fuel Flow tape rolls down to zero, all black, indicating the engine just shut down. This is another of those instances my Dad (a Naval Aviator) called “a shot of cold piss to the heart”. You know that shudder you get when a cop car lights up behind you? This is like that but times 100. I take a breath and then realize that RPM and TIT are fine. Move the left throttle a bit and see a response. Left engine still running. Perfect time for a Fuel Flow indicator failure right? Cool, cool.

We start our approach to Kuwait and honestly the landing was fairly uneventful. We took an arrested landing just to be safe. After we shut down in the wire and hopped out to look at our stricken jet, I asked one of the USAF dudes for a spike or a heavy screw driver so I could open up the engine bay door to take a look. We always got funny looks from USAF Airmen when we’d ask for a tool. Did it quite a bit, really. I pop the bay door open and WOOSH, a couple gallons of oil come pouring out. Whattya know? The motor had entirely shit the bed and the Breather Pressure light was accurate.

Huey and I are wrapped for the day so we go in search of a place to eat and sleep. Now remember when I said we’re wearing our black shit hots? Well now we’re just getting stared at wherever we go. “Who the f**k is THAT in the black flight suits??? U2 guys? Spies???” I imagine them saying. Stares, points and whispers. We ignore it and find the chow hall. Or shall I say catered cafeteria. Loads and loads of wonderful fresh food, fruits, vegetables, desserts. This is a constant feather in the cap of the Air Force….they know how to take care of their people.

Onward to lodging. We’re directed to some tent to check in. But on the way there we notice….an above ground pool with a deck around it. And on the deck are a bunch of lounge chairs. And laying in the lounge chairs are a number of attractive bikini chicks. Wait. Bikini chicks? 5 Star dining? The only thing that could make this better is if they got paid extra to be here. Oh, hang on. They do. Per Diem, bikini chicks, great food. Sign me the F up!!

We eventually find our lodging and get assigned a tent. We figure this is just gonna suck for a day or two so we get ready to embrace that suck and move on. We head to our tent, walk through a double fly kind of thing and…..it’s like 65° in there!! There’s a massive A/C duct on one wall, exhaust on the other, and you could literally hang meat in there in the middle of the desert in the summer. WTF??? I always said you can never be too comfortable on cruise but this is ridiculous.

We make a quick run to the post Exchange for essentials and then start shooting the shit with several of the Air Force dudes. After explaining our flight suits (because EVERYONE asked about them), they were interested to hear about life on the ship from these two strange Navy people. And naturally, we eventually asked in hushed tones about where one might find an adult libation in this desert paradise. “Oh, there’s no booze here” we’re told.

Me: “Yeah, sure. I get it <wink>. Then where’s the….uh….medicinal supplies <wink>.”

Them: “Honestly, Sir. There is none. That’s a big deal here.”

YGBSM! (You Gotta Be Shittin’ Me). No booze in this place? What’s WRONG with you people?!?!? Ah well, better luck next time. In all honesty, our USAF hosts were very kind and polite and we really appreciated their hospitality (even if they were holding back about the booze thing).

I don’t recall if it took 1 or 2 days to repair our jet, but the Kitty sent a C-2 Greyhound COD (Carrier Onboard Delivery) with a TF-30 in can and the Maintenance Crews to swap the motor. After the swap Huey and I launched out and did a maintenance check ride on the motor before arriving back at the Kitty Hawk for an uneventful day trap. That really was quite a flight and an experience. Both of us learned quite a bit on that one. We knew the Air Force really took good care of their people but the expeditionary forces really got some top notch stuff.

But Bikini Chicks??? Sheesh…….

@VSE_VB via X

[j-r-macready]

210330-N-PH222-1025 by U.S. Pacific Fleet Via Flickr: FALLON, Nev. (March 30, 2021) An MH-60S Sea Hawk helicopter, assigned to the “Black Knights” of Helicopter Sea Combat (HSC) Squadron 4, takes flight during a high-altitude landing training evolution hosted by Naval Aviation Warfighting Development Center at Naval Air Station (NAS) Fallon. The Navy Mountain Flying Course trains pilots and aircrew for challenges associated with flying the aircraft to its limitations in higher density altitudes and power management of the aircraft in this environment. Air Wing Fallon is part of the predeployment training cycle for Navy's carrier air wings. HSC-4, along with VFA-2, VFA-192, VFA-113, VFA-147, VAQ-136, VAW-113, and HSM-78 comprise CVW-2 and are detached to NAS Fallon in order to sharpen their warfighting readiness through a rigorous 5-week curriculum. The training conducted during Air Wing Fallon drives air wing integration and ensures that all CVW-2 squadrons are ready to conduct the full range of military operations when they deploy later this year. HSC 4 provides vertical lift search and rescue, logistics, anti-surface warfare, special operations forces support, and combat search and rescue capabilities. (U.S. Navy photo by Mass Communication Specialist 2nd Class Ryan M. Breeden/Released)

[airmanisr]

A Boeing F/A-18E "Super Hornet" from Strike Fighter Squadron (VFA) 136 'Knighthawks' by Robert Sullivan Via Flickr: U.S. Navy Chief Mass Communication Specialist Shannon E. Renfroe photographs Boeing F/A-18E "Super Hornet's" from Strike Fighter Squadron (VFA) 136 "Knighthawks" as they fly in formation during a photo exercise over the Pacific Ocean, March 12, 2019. The "Knighthawks" are an operational U.S. Navy strike fighter squadron based at Naval Air Station Lemoore (NASL), Calif. and are attached to Carrier Air Wing (CVW) One.

[photoyage]

Afghanistan, March 19, 2002 -- A U.S. Navy F/A-18 “Hornet” assigned to the "Knighthawks" of Strike Fighter Squadron One Three Six (VFA-136) conducts a patrol mission over Afghanistan. Kennedy and her embarked Carrier Air Wing Seven (CVW-7) are conducting combat missions over Afghanistan is support of Operation Enduring Freedom. U.S. Navy photo by Lieutenant Commander Christopher W. Chope. (RELEASED)

[szonikuscsavarhuzo]

Jó mondjuk ha légcsavaros volt akkor egyértelmű. Amúgy lehet simán, hogy az volt, mert itt van G. W. Bush a Jón-tengeren, és rajta E-2D van.

https://news.usni.org/2022/09/26/usni-news-fleet-and-marine-tracker-sept-26-2022

The George H.W. Bush Carrier Strike Group (CSG) remains on station in the Ionian Sea. The CSG left Norfolk, Va., on Aug. 10 and took over duties in U.S. 6th Fleet from the Harry S. Truman Carrier Strike Group on Aug 28. U.S. 6th Fleet commander Vice Adm. Thomas Ishee visited USS George H.W. Bush (CVN-77) and the staffs of Carrier Strike Group (CSG) 10 while the strike group was underway in the Adriatic Sea on Sept. 22. Ishee took command of 6th Fleet on Sept. 15.

Standing NATO Maritime Group 2 (SNMG 2) is also operating in the Mediterranean Sea. U.S. Navy Rear Adm. Scott Sciretta, who assumed command of the formation on July 1, is embarked aboard Arleigh Burke-class guided-missile destroyer USS Forrest Sherman (DDG-98) as SNMG 2’s flagship. SNMG-2 ships are participating in NATO Exercise Dynamic Mariner through Sept. 22. Participating assets include five submarines, 50 surface vessels and five aircraft from 12 nations.

Carrier Air Wing (CVW) 7, based on Naval Air Station Oceana, Va., is embarked on Bush and includes:

The “Pukin’ Dogs” of VFA-143 Strike Fighter Squadron (VFA) flying F/A-18Es from Naval Air Station Oceana, Va.

The “Jolly Rogers” of VFA-103 – F/A-18F – from Naval Air Station Oceana.

The “Sidewinders” of VFA-86 – F/A-18E – from Naval Air Station Lemoore, Calif.

The “Knighthawks” of VFA-136 – F/A-18E – from Naval Air Station Lemoore.

The “Patriots” of VAQ-140 – EA-18G – Electronic Attack Squadron (VAQ) – from Naval Air Station Whidbey Island, Wash.

The “Bluetails” of VAW-121 – E-2D – Carrier Airborne Early Warning Squadron (VAW) – from Naval Air Station Norfolk, Va.

The “Rawhides” of VRC-40 – Detachment – C-2A – Fleet Logistics Support Squadron (VRC) – from Naval Air Station Norfolk.

The “Nightdippers” of HSC-5 – MH-60S – Helicopter Sea Combat Squadron (HSC) – from Naval Air Station Norfolk.

The “Grandmasters” of HSM-46 – MH-60R – Helicopter Maritime Strike Squadron (HSM) – from Naval Air Station Jacksonville, Fla.

A kisérete a USS Leyte Gulf (CG-55) és 4 romboló. (+ gondolom legalább 1 de inkább 2 tengeralattjáró)

USS Delbert D. Black (DDG-119), homeported at Naval Station Mayport, Fla.

USS Truxtun (DDG-103), homeported at Naval Station Norfolk.

USS Farragut (DDG-99), homeported at Naval Station Mayport.

USS Nitze (DDG-94), homeported at Naval Station Norfolk.

Wow egy ilyen repült el éppen a budai hegyek felett

[mustanged]

#𝐌𝐔𝐒𝐓𝐀𝐍𝐆𝐄𝐃    ⏤     seaman to admiral-21; enlisted ( arc 2 / arc 2 au - aviation machinist's mate assigned to vfa-136 knighthawks ).  officer ( arc 3 - naval aviator assigned to vfa-14 tophatters ). 

[watashawa]

fa-18e-super-hornet-assigned-to-the-knighthawks-of-strike-fighter-attack-squadron-vfa-136

battle-of-guadalcanal-beached-japanese-transports-burning-on-guadalcanal-november-16-1942

f4-phantoms

ea-18g-growler-assigned-to-the-zappers-of-electronic-attack-squadron-vaq-130

ea-18g-growler-assigned-to-the-zappers-of-electronic-attack-squadron-vaq-130

ea-18g-growler-from-the-shadowhawks-of-electronic-attack-squadron-vaq-141

ea-18g-growler-to-the-catapult

f-14

f-14_tomcat_vf-114_escorting_tu-95_bear

f14