John Bruning on LinkedIn: The Long Island's Catapult: Part I. On August 20, 1942, the Marine… (2024)

How do we get pilots and Air crew to swing for the fences to get the mission done? We learn to speak their language, we let them know we have flown a mile in their jet, helicopter, in their NVG, in their gear that pulls them forward so they have a headache when they’re done.This my first flight over Whidbey Island. This is flying over Glacier Peak in WA State, from the famous mission scene in TOPGUN Maverick. I remember when CVWP put me forward to AirBoss Whitesell for Project Specialist NATOPS designation so I could go for a ride in the jet. To get the exposure and understanding I needed, we needed more than one flight. It took more than six dunks in the Dunker, blinded, different positions. We did it. My coaches pushed me across the finish line. Our mission of “putting the provider through the pain of the aviator to provide better interventions” would have many peaks and valleys ahead. John P. Cordle, Dr. Eng, Pdt (Prolific Disruptive Thinker) It was symbolic to me to have this much visibility on all of my flights. Over 200 miles on a bluebird day. When a pilot used to hurt flying says to me, “Doc, I still do those exercises anytime I hurt, and I don’t have pain.“ That keeps me motivated. That gets me out of bed in the morning. What’s the solution?1. Be able to provide help that actually helps. 2. Have the backs, literally and figuratively, of the flight line and fleet. 3. Eliminate risk when seeking help. U.S. Naval Air Forces US Navy U.S. Naval War College U.S. Navy Reserve USNORTHCOM Helicopter Sea Combat Wing PACIFIC #navalaviation #flynavy #pilots #helicopterpilots #aviationindustry #aviationsafety

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Sometimes the road less traveled is the result of laziness and complacency. Bold words, I know. There is a time and purpose for all things under the sun/heaven as the paraphrased verse reads. In the emergency response world, just like that of the military, you must be able to accept unquestioned authority in the midst of battle and the lesson of standardization. The world today seems to be leaning more and more to one of everything must be debated and discussed before action can be taken. There is a reason why Navy pilots are taught to fly by standardized methodology. We in Naval Aviation lived or died by the standards given to us in our very own aircraft NATOPs. A qualified pilot or aircrewman can jump from one like aircraft to another quite resiliently. Likewise, emergency responders are taught similarly. Within the tactics world, like situations and exercises are taught over and over again using standard procedures developed from extensive planning, training and exercising. There is plenty of room for discussion in the debrief, but on the scene or in the aircraft in combat, no questions, no discussions, react as you were trained.

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History of Aviation:During World War I, airplanes were used for the first time in a big way for battles. Airplanes were just coming into military use at the outset of the war. Initially, they were used mostly for reconnaissance. Pilots and engineers learned from experience, leading to the development of many specialized types, including fighters, bombers, and trench strafers. www.piloting2wellbeing.com #aviation #aviators #aviationhistory #pilots

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The Jumbos of the 1940s - Douglas Globemaster lThe Douglas C-74 Globemaster was a heavy-lift cargo aircraft manufactured by the Douglas Aircraft Company in Long Beach, California. The aircraft was designed in response to the Japanese attack on Pearl Harbor in 1941, which highlighted the need for a military transport aircraft capable of carrying heavy loads across long distances, particularly over the Pacific and Atlantic oceans. Douglas Aircraft Company responded to this need by designing a four-engined aircraft in 1942. However, the aircraft's first flight was delayed until 5 September 1945 due to development and production issues. Production was eventually limited to 14 aircraft before the contract was canceled following V-J Day.Despite the limited production, the C-74 proved to be a valuable long-range strategic airlifter, and its successor, the Douglas C-124 Globemaster II, was used by the Air Force for many years.42-65413 C-74 Globemaster l USAF, 1950, Zoggavia Collectionhttps://lnkd.in/d6S7HXzG#classicaviation #aviationphoto #aviationphotography #militaryaviation #stockphotos #kodak #slides #aviationgeek #usairforce #zoggavia #douglas #globemaster

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80 years ago yesterday, 31 August 1943, the Grumman F6F Hellcat made its first combat flight.The Hellcat replaced the earlier F4F Wildcat as the main carrier-based fighter aircraft for the US Navy. The F4F was inferior in most respects to Japanese aircraft such as the A6M2 "Zero," but the F6F was a huge improvement. It was faster than and could outclimb the Zero, and was also more solidly built and more heavily armed.In addition, the US Navy (and Air Force) has far more robust pilot training programs than the Japanese. So the balance of pilot skill shifted too: initially the Japanese had the advantage due to their combat experience in China, but by 1943 the US was churning out well-trained pilots at a high rate, while the experienced Japanese pilots were dying and being replaced with poorly trained rookies.Between this first combat mission and the end of the war, Hellcat pilots would claim 5163 air-to-air kills, against 270 Hellcats lost in aerial combat - a "kill ratio" of 19:1

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This past week myself and a select few others had the honor of attending the change of command ceremony for one of the US Navy's largest ships, the USS Essex LHD-2 a "Landing Helicopter Dock". LHD-2 is currently in Dry Dock and so the ceremony took place UNDER the ship affording the attendees a rare view of the ship (more images at the link below!). The ceremony threw me back twenty years to my time in the US Army and got me thinking about what the military gets right about culture that the civilian sector could learn a few things from.The US military has a few advantages over most civilian enterprises in that they have nearly 250 years of experience in refinement. That's a record that very few companies can match, so how do we leverage this experience to create better organizations? I have a couple of Ideas to start.Ceremony: In the military and in the best civilian organizations there are regular, scheduled times when the whole team gets together to remember (or be reminded of) the mission at hand. Ceremonies where people are recognized for their hard work are important ways that teams are built and cultures are formed. The military does this better than anyone I have experienced. Some may argue that we don't have time in the civilian world to do these things and I would counter that we ignore the experience of the US Military and their demonstrated success at our own peril.People: So often employees are put into a box based on their skillsets and we ignore that they actually have many skills outside of how we see them in the workplace. Aviation Boatswain’s Mate (Handling) 3rd Class Juliet Collazo singing the national anthem in the image below is a fantastic vocalist but this is not her job. Her leadership identified this talent and utilized it at the right opportunity. How can we in the civilian world utilize our employees other talents?What do you think? How do we leverage the military's cultural strengths to improve the civilian world?https://lnkd.in/eRDVW7QC

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My recommendations for the next AirCraft Carier of Indian Navy ?I strongly recommend that the next Aircraft Carrier as a repeat order for CSL must have Twin Nuclear Reactors for the propulsion and with more tonnage as well as with fitment of more close combat weapon systems & missiles specially a sqaudran of Drones / UAVs including fitted with weapons and also Under Water Drones Squadran operating from the sides of ACC. So, with this post I am forwarding my recommendations to #IndiaNavy #MoD #PMOIndia #CSL #cabinetcommitteeonsecurity This is a time India has to scale up indigenous efforts in shipbuilding, and at a huge scale with in shortest period as to exploit best skilled manpower & world class experties & resources / infrastructure and best of ship building capabilities with maximum turn over rate now India has achieved.Today, CSL, HSL. MDL,GSL and GRSE are having enough orders to write History of Shipbuilding as never before as each one is full of orders and shipping out state of art ships at a faster rate .India had enough funds ,leadership backing from top under the most dynamic leadership of Narendra Modi and Dynamic Leadership of all the three Chiefs & CDS.India needs to buildip up defence capabilities befiiting its growing Economic Position and a destined role to be played by India in geo-politics.So, to the Chairman of CSL to please envision more grand scale and I am 100 % sure CSL team will achieve what I am recommending as CSL has already established a process and achieved a great success by commissiong INS Vikrant. All the best.

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The US Navy (USN) found itself largely sailing alone against the Imperial Japanese Navy (IJN) in the Pacific during most of World War II. The USN also found itself in an aircraft carrier war as a result of the Pacific Fleet's battleships either have been destroyed or left settled in the mud at the bottom of Pearl Harbor. But the USN had a handful of aircraft carriers and deployed them with immediacy—learning fast carrier raidtactics on the fly. Soon, the USN would have more, many more, aircraft carriers as well as magnitudes more combat as well as training aircraft for use in prosecuting the war across the western portions of the Pacific Ocean.There is a vast chasm to this history that has been open, unfilled, until recently with the welcome publication of Stan FIsher's,Sustaining the Carrier Fleet: The Deployment of U.S. Naval Air Power in the Pacific. The increasing number of aircraft carriers, pilots and aircraft also meant a commensurate increase in servicing personnel, the maintainers. Armorers, radio repairmen, aircraft maintenance sailors, engine overhauling mechanics—and all were needed quickly. The Navy had an immense problem in that increasing the maintainers was not anticipated and maintainers often took longer to train that pilots or aircraft production.The USN figured out a way, though, and increased numbers by more than ten fold, as well as creating many more ratings (ranks) for the multitude of specialties necessitated by increasing modernization of designs. Engines evolved quickly from 750 hp to over 200 hp, becoming much more complex. An aircraft carrier's operational warplane compliment had to be kept at nearly 100%—off ship maintenance facilities for engine overhauls were created and regular aircraft replacement became the norm. Less than prime, brand new, or next-to-brand new aircraft were recycled back for aviation training usage. (Hence the vintage and historic combat aircraft recovered from the bottom of Lake Michigan).Fisher is right when noting the "battle piece" has been studied extensively but the personnel, their materiel, factory production and economics has been woefully lacking in attention—though vital aspects of war fighting.

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This piece makes a great deal of sense.I was an intermediate and advanced jet instructor in the Naval Air Training Command (NAS Kingsville, TX) for three years and 1,850 instructional flight hours (field-carrier landings, air-to-air gunnery, etc.).I concur in the proposal to move carrier training to the fleet replacement squadrons for all of the excellent reasons cited.Naval Aviation (like many professions) has a lot of trouble parting with legacy training whose value erodes with technology/innovation.Modern aircraft are expensive, low-density capitalinvestments, but so are naval aviators. We must do better economizing on both fronts.https://lnkd.in/grKP-Y8z

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Training Aviators has been in the BGI wheelhouse for decades. Every phase of teaching is critical, building warfighters from IFT to whatever MDS/Aircraft possible is the journey.

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