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Flight Life Magazine February 2022 Issue brought to you by UASH

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Ffebruary 2022 / Volume 5/ Article 63www.usaeronauticalhistory.comP I L OT L T . N A T H A N R E D D I N GP-8 Poseidon KAYLA GRACE

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1 www.usaeronauticalhistory.comUSAHCONTENT1. Featured Article-Pgs. 3-14....... USN Pilot-Nathan Redding by Shawn Byers2. Flight Brief Segment-Pgs. 15-21........Boeing P-8 Poseidan by Shawn Byers 3. Women In Aviation-Pgs. 22-25........Pilot, Kayla Grace by Jimi SImmonsStaffUnited States Aeronautical History (USAH) is a non-profit organization that was established and dedicated to preserve, educate and maintain the history of aviation in the United States and abroad. USAH is committed to making sure the history is kept alive, archived and accessible for the next generation. We are devoted to the aircraft, aviation equipment, and the stories of those men and women; from the 1903 Flyer with the Wright Brothers, to present day aviation, both Military and Civilian.We feel it is imperative to keep the existence of our Military and Civilian Aviation alive to allow our youth to explore and gain the knowledge of the great history that would otherwise be forgotten. At USAH, we are able to provide this through monthly digital magazine issues, documentaries, photos and videos. We work to support the collection and archive of information as it pertains to aviation.Here at USAH we cover many aerial events such as; U.S. Military/Military Decommissions, Commercial Aviation, Pilot, Air Shows, Experimental, Air Racing, Aerobatic, Expos and simply put...everything aviation.USAHP.O. Box 56Claymont, DE 19703(302) 927-1133 We want our Military of All Branches........those serving currently and veterans that you are never are always in our thoughts and prayers to keep you close to God's angels and to protect you while protecting our freedom and bring you home safe.Jimi Simmons: V.P.Photographer/Videographer & JournalistShawn Byers Senior Editor Photographer & Guy Spumoni Chief EditorHarry Bristow/U.K.Videographer &PhotographerLindie Hecker Journalist/EuropeDave "Hey Joe" ParsonsMilitary Liaison &Contributing Editor

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2 www.usaeronauticalhistory.comYOU CAN FOLLOW US ON If you or your company is interested in being a corporate sponsor in the production of "Flight Life Magazine", please contact us ! We have many avenues of advertising through USAH! USAH would like to thank our advertisers in this issue for their support and confidence in Flight Life Magazine: *IAC Chapter 38 *Author-Steve Snyder *Acro Pilot-Britt Lincoln *Geneseo Air Show-National Warplane Museum

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3 www.usaeronauticalhistory.comN A V A L A V I A T ORN A T H A N R E D D I N G

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4 www.usaeronauticalhistory.comUSAH is proud to introduce you to Navy Pilot, LT. Nathan Redding in this February Feature for Flight Life Magazine. Nathan was born in Fort Worth, Texas on Carswell Air Force Base during Hurricane Hugo while his father, a young Airman with the 7th Bomb Wing, was out catching jets that were evacuating out of the path of the storm. LT. Redding is currently on a shore assignment, but was previously a pilot on the Boeing P-8 Poseidon Submarine Hunting Aircraft."When I was around 1 years old, my dad, Ron Redding, transitioned out of the active-duty Air Force and into the 188th Arkansas Air National Guard as a fireman. I grew up in Paris, Arkansas, 'Go Eagles!' which was about 45 minutes away from the 188th. Some of my very first memories are of my dad bringing my brother, Mason and me to the Razorback bombing range just east of Fort Smith, Arkansas. We watched the Flying Razorbacks (F-16's) do strafing runs and bomb runs on tanks and Humvee targets that looked like swiss cheese from all their sustained damage over the years. I remember, vividly, sitting in the tower and listening to the pilots and range controllers talking and hearing, 'cleared hot' followed by an F-16 screaming by to strike targets. My first taste of flying was when I was around 10 years old after my mother found a local pilot who took me up in his small single engine plane. I have been hooked on aviation since," stated Nathan."In high school my primary sport was basketball. I was obsessed with basketball growing up and have always maintained a competitive nature with most things I do. I wore the number 24 and have tried to implement that into my call signs I use while flying military aircraft to the max extent possible. My senior year as a starter, we had a solid-state tournament run for the first time in 24 years, changing our basketball program which, traditionally, had a losing record up to that point.," stated Nathan. N A V A L A V I A T ORN A T H A N R E D D I N GArticle by Shawn ByersNathan as child dreaming of being a military pilot one day.

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5 www.usaeronauticalhistory.comNathan currently resides in Jacksonville Florida with his wife Katie and their two dogs. He and his wife are expecting their first child, a boy, anytime and they could not be happier. The staff of USAH and I would like to congratulate Nathan and his wife on their soon to be newborn baby boy.We asked Nathan about his current position now. "I have just started my shore tour with VUP-19 flying the MQ-4 Triton which is an unmanned aircraft. Flying the MQ-4 allowed me to maintain an operational role on my shore tour as well as provide a more stable home life while my wife and I start our family. I have recently bought a Piper Cherokee and spend most of my downtime either flying $100 hamburger trips around Florida and Georgia or preparing for my upcoming role as father".Note: the MQ-4C Triton, manufactured by Northrop Grumman is a long-range surveillance drone with a 130 foot wingspan.It can loiter for 30 hours with a range of 9,400 miles.It compliments the mission of the P-8 Poseidon.Nathan and Katie ReddingMQ-4C Tritan. Photo by Shawn Byers.

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6 www.usaeronauticalhistory.comNathan stated he was attracted to aviation in two parts of his life; as a child and as a young professional. "As a kid, a pilot was a God among men for me. Flying for me was the apex of human accomplishment and the biggest adventure someone could undertake. I was drawn to flying well before I knew anything about what it means to make a living and support a family. The second part of this answer and the redefining moment in my life that attracted me to aviation was meeting my father-in-law, Adrian Castillo, currently a Boeing 787 Captain with United Airlines. I didn?t find out until months into dating my wife that her father was a United Airlines pilot, ironically, however after meeting him he became a great mentor about what it means to turn this passion into a living that can support a family. Seeing his career added a little spark to my passion that helped navigate the complexities of finding a path in flying as a career," stated Nathan.I wondered what made Nathan choose to join the military and why the Air National Guard. We also asked if he ever thought of going full time in the United States Air Force. "My dad was in the Air National Guard, and I had grown up around the 188th Arkansas Air National Guard. While debating different routes in college, I found the most fitting route for me was as a traditional Guardsman and college student. I found the discipline and insight to what it would take to become a military aviator by first getting a taste of the military life while serving as a young, enlisted Airman"."Coming from an Air Force background I was initially drawn to the Air Force and various Air National Guard units. While in my senior year of college I decided I wanted to try for the Navy first and then various other routes such as the active-duty Air Force or Air National Guard. Luckily, the Navy selected me and I have been able to diversify my military experience. I would have been happy serving in any capacity and flying with any branch of service. 'Fly Navy'", stated Nathan.

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7 www.usaeronauticalhistory.comI asked where he went for training with the Air National Guard as well as his duties, where he went to college and what happened afterward. "My initial training was in San Antonio at basic training. I was a part of the 322nd Training squadron ?Second to none come get some? at Lackland AFB. Following the completion of basic training I was sent to my Tech School in Wichita Falls, Texas to go through munitions training with the 363rd Training Squadron. At the completion of training in Tech School I moved back to Arkansas and started training with my unit as a munitions troop at the 188th Arkansas ANG with the Flying Razorbacks who were, at the time, flying the A-10 Warthog (IYAAYAS!). As a traditional guardsman I primarily worked part time during this phase of my military time and while working part time in the military I attended the University of Arkansas in Fayetteville. While in college and working for the 188th. I did a deployment to Bagram, Afghanistan in support of Operation Enduring Freedom"."At the completion of my deployment to Afghanistan I knew I wanted to serve in some capacity after I completed college. I returned to college at the University of Arkansas and my unit lost our A-10 mission which was replaced by the MQ-9 Reaper drone. Although a highly valuable mission set this was the first time, I looked at other branches of service to attain a pilot slot as I pursued training in manned aviation. As soon as I graduated college, the Navy held a pilot selection board for Officer Candidate School (OCS), and I was selected as a Student Naval Aviator (SNA). Within a couple of months, I was headed on my adventure in the Navy starting at Officer Candidate School in Newport, Rhode Island," stated Nathan. In the photo shown to the right, you can see the true bond between father and son.Nathan and his father, Chief Master Sgt. Ron Redding, before being deployed to Afghanistan.

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8 Now as a pilot in the U.S. Navy, I asked Nathan about his experiences there. "It has always been a little difficult to explain to my friends and family what I do for the Navy when they hear that I hunt submarines from a plane. The P-8?s primary role is anti-submarine warfare, and it is a very rewarding experience when your crew can successfully find a target that is made for the sole purpose of being undetectable."The unique nature of the P-8 compared to other naval aircraft is our mission set is land based and we often can work hundreds or even thousands of miles from other Naval assets. This has allowed me to fly the jet all over the globe to places like New Zealand. On my first deployment to the 7th fleet, my crew was selected to fly one of our P-8's down to New Zealand and introduce their Air Force pilots to the P-8 for the first time after they had just selected it to replace their aging P-3's. On that trip we did a pilot swap and I was able to fly with the New Zealand P-3 crew while one of the NZ P-3 pilots flew onboard our P-8. Experiences like this, working with allied nations, has always been one of my favorite parts of this job and a reminder that pilots from every walk of life are almost always quite a bit alike even if our accents are a bit different", stated Nathan.Nathan with New Zealand Air Force Pilots.Nathan flying in the USN P-8 Poseidon.

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9 www.usaeronauticalhistory.comLaxmi in her uniform to start her 20 hour flight to the USA.Nathan has currently been serving for a little over 12 years. He served for 6 years with the 188th Arkansas Air National Guard in Fort Smith, Arkansas as a munitions troop with 1 tour to Afghanistan. He also served another 6 years in the active-duty Navy with two deployments to the 7th fleet with VP-5 Mad Foxes. "I would like to reach my 20-year mark either through maintaining an active-duty status or transitioning to a reserve element while pursuing a career in civilian aviation. At the end of the day, I am pursuing a career flying, so whatever road that takes me down, I will follow," stated Nathan.We asked if he had done any flying before the military and if he had a Private Pilot?s License prior to enlisting. "I did. After attaining my bonus with the Arkansas Air National Guard, I started flight training immediately to attain my private. When I was selected by the Navy for a pilot contract I had around 75 hours of flight time, however many Navy pilots come in with little to no flight time".Nathan gave me a good illustration of flight school, from the beginning and through to graduation. "As a Student Naval Aviator (SNA) I first started flight training in Corpus Christi, Texas flying the T-6B Texan with VT-27, Boomers. That phase of flight training is called primary flight training and it is split into 3 major sections: contacts, formations, and instruments. You start contacts phase first which teaches you basic flying maneuvers and emergency procedures. You will generally fly to a Military Operating Area (MOA) and perform various stall recovery maneuvers followed by spin training and unusu-Nathan flying the T-6 during Naval Aviation Training.

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al attitude  training.  When  you  complete  your  maneuvers,  while  being  graded, you  willtransition to various airfields to enter the VFR (Visual Flight Rules) pattern to learn patternwork. After a couple flights doing this, I flew my first check ride and then did my first soloto a MOA, continuing to an outlying field to do touch and goes. Once you are completewith  your  first  solo,  you  enter  the  last  phase  of  contacts  which  is  known  as  PrecisionAerobatics (PA) which build confidence in the student pilot with flying various aerobaticmaneuvers", stated Nathan.
After a successful completion of a check ride in PA's Nathan flew a solo aerobaticflight over the beach of Padre Island which was one of the more fun flying experienceshe had while training.  "At the completion of contacts, I moved into  formation  flying.  The  Navy  pairs  two  student  pilots  upthrough this  phase. My  partner  and  I  spent  a  couple  nightslearning  hand  signals  and  timing  for  each  formationmaneuver  to  get  down  the  concept  of  flying  two  aircraft  inclose proximity to each other. After the successful completionof another check ride, my partner and I flew a solo formationflight", stated Nathan.Nathans final course in primary flight training was known as instruments. This is aStudent  Naval Aviator's first  taste  into IFR  (Instrument  Flight  Rules)  flying. During thisphase  he  learned  every  element  of  single  piloted  IFR  flying  and  how  to  successfullymanage the workload that comes along with single piloted hand flying in bumpy, lowvisibility, IFR conditions. "Like many student pilots this was where I learned how to become professional aviator. At the completion of instrument training, I was up for selection intowhat  track  I  would  follow  for  the  remainder  of  my  naval  aviation  time.  Having  afather-in-law who flew a 777 at the time, I chose Maritime to pursue flying the P-8A", statedNathan."After selecting Maritime as my route of flying, I started advanced flight training inCorpus Christi with VT-31, Wise Owls flying the T-44 (Civilian Beech King Air 90). During thisphase of training, I underwent multi-engine training and the fundamentals of flying with aco-pilot. This phase of training pushes Student Naval Aviators into thinking about morecomplex problem-solving during emergency scenarios such as single engine operations inIFR conditions. It is a rapid-fire course that ends with  becoming winged  as a NavalAviator", stated Nathan.10

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After Nathan's winging as a Naval Aviator, he selected the P-8A as his platform and moved to Jacksonville, Florida to start training with the Fleet Replacement Squadron, VP-30 at NAS Jacksonville. "This course prepares a newly winged aviator to fly the 'grey' platform they will fly operationally while on their sea tour. After completing this course successfully and becoming NATOPS qualified (Naval Air Training and Operating Procedures Standardization) in the P-8A I was sent to VP-5, Mad Foxes where I spent my sea tour as an operational maritime pilot", stated Nathan.Nathan was fortunate enough to attain his first choice in selection, however in the end it comes down to a little bit of luck with timing and the needs of the Navy. "Looking back, I truly think I would have been happy with whatever the Navy selected me for considering at the end of the day I have been paid to fly", stated Nathan. I wondered what the most difficult part of flight training was and here is what Nathan told me. "The most difficult part of flight training was taking it day-by-day and not losing yourself in the stress of the entire program. What I heard many times going through flight training was to focus on the closest alligator to the boat and don?t try to climb Mount Everest in a day. I remember during orientation to flight training my class leader showing us what we would learn by the end and thinking I am impressed with what future Nathan will know. Flight training was constantly demanding, but in the end, extremely rewarding".Although covered in the previous question, we asked what type of equipment Nathan had trained on and what he is flying now and as a follow up, which squadrons and bases he has been attached. "I flew the T-6B for primary, the T-44 for advanced, and the P-8A operationally for my sea tour. I am currently on my shore tour and undergoing training to fly the MQ-4 Triton, but I mostly fly for pleasure in a Piper Cherokee that I 11 www.usaeronauticalhistory.comNathan being given his wings after graduating.

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bought after successfully completing my sea tour. I am hoping to fly the Cherokee to Oshkosh and Sun-N-Fun over the next couple of years while I am enjoying this phase of life on my shore tour".Nathan's squadrons and bases were the VT-27 Boomers, NAS Corpus Christi, TX.; VT-31 Wise Owls, NAS Corpus Christi, TX.; VP-30 Pro?s Nest, NAS Jacksonvill, FL.;, VP-5 Mad Foxes, NAS Jacksonville, FL. and the VUP-19 Big Red, NAS Jacksonville, FL..As a pilot in the military, there are many responsibilities with the equipment Nathan flies in the Navy, as he will tell you. "The primary responsibility is always safety. Before any mission happens, we must plan for every element of the flight and ensure the crew is up to speed on what we will be doing and any safety concerns that they may encounter. As a pilot with a large crew that could be working multiple missions simultaneously, the pilot is kind of wearing two hats. Primarily we are keeping the aircraft in a safe state of operation and fuel planning while simultaneously putting the aircraft exactly where it needs to be to be effective at the mission we are performing. Pilots listen to our intercommunication system (ICS) and what the operators in the back of the plane are seeing to help maneuver the aircraft to be as tactically efficient and effective as we possibly can. Pilots in the P-8 can sit as mission commanders which allows for the pilot to make the final call on the tactical decisions on station, however it is worth mentioning that it takes the whole crew to be effective".Nathan has just shy of 1000 hours flying for the Navy currently and has around 300 hours of flight time in various small planes in general aviation. "I have just shy of 1000 hours flying for the Navy currently and have around 300 hours of flight time in various small planes in general aviation. I have an equal love for flying big jets around the globe and chasing that perfect $100 hamburger with friends in a small plane. I hope to maintain an equal balance of both", stated Nathan.12

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I asked Nathan what the most difficult decision he has had to make as a pilot. "I have been lucky up to this point to have most of my flights go as planned or well within safety margins prescribed to allow for an uneventful flight, even when weather was unforeseen, which led me to a divert situation. On my very first flight in advanced multi-engine training however, after exiting the MOA for the day and returning to base my number 1 engine in the T-44 caught on fire abruptly. After successfully shutting the engine down and hitting it with a fire bottle and declaring an emergency we noticed that a thunderstorm had developed south of the field and was progressing towards the field. At the time we had requested a holding pattern to finish the remaining parts of the checklist and then land, however we realized it would be safer to land immediately to avoid a thunderstorm or diverting to another field. This was the first and only time I have ever had to declare an emergency but it was valuable training on why it is vitally important to be intimately familiar with your emergency procedures and to always maintain situational awareness outside of your aircraft even if most of your attention is drawn to something nonstandard in the aircraft". Below is a video of Nathan landing the P-8 Poseidon. 13

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As a pilot, we all have memorable flying experiences, so I asked Nathan for his. "Shortly after winging as a Naval Aviator, I took my dad flying in a Piper Comanche. There was just something extraordinarily special about being able to fist bump my dad while flying over our hometown knowing I am doing what I set out to do in life. To this day it is one of the best moments of my life that I hope to share with my son one day".Once Nathan is done with his military duty, I asked if he has any desire to be a pilot in the commercial sector. "I do. One of my major role models is my father-in-law who is a Captain at United. I would like to follow his lead and work in the airlines after the Navy. I will consider myself lucky if I continue to get paid to fly". As a US Naval Aviator, I asked Nathan to give me his view on what makes the "ideal" pilot. "I believe a professional aviator is defined by being a subject matter expert on all things related to your flight every single time. Knowing your systems, emergency procedures, limits, and everything vital to your planned route is immensely important to your success as a professional aviator".We wish to thank Nathan for his time and effort to complete this feature article and wish him the best going forward with his family and career.You can follow Nathan on Facebook at Nathan Redding and Instagram @Aviator Nate.14 www.usaeronauticalhistory.comNathan and his Father-In-Law, 787 Pilot, Adrian CastilloNathan geared up! Nathan and his wife.Nathan and his father.Nathan, his father & brother.

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15 In this month?s World Flight Brief, we check out the Boeing P-8A Poseidon.The P-8A Poseidon is the newest Marit ime Pat rol Aircraft for t he United States Navy as well as a number of ot her nat ions, replacing the four-engined turboprop P-3 Orion, which has been in service since 1962. The Poseidon began service in 2012.Based on the civilian Boeing 737-800 airframe, it has 86% commonality of structure and parts. One except ion is the stronger and longer wing span from the 737-900 series and t he fuselage is strengthened. Additionally, t he wingtips are raked giving t he aircraft a signat ure shape in the air. The int ernal militarization of the aircraft occurs after leaving the product ion line.As a mult i mission maritime pat rol aircraft , the Poseidon?s missions include Ant i-Submarine Warfare, Anti-Surface Warfare, Int elligence, Surveillance, Reconnaissance (ISR), and Search and Rescue. P-8's of the Australian and Indian Air Forces took part recently in the three year long search for the wreckage of Malaysia Airlines Flight 370, which disappeared over the Pacific Ocean in March of 2014.PERFORMANCEThe Poseidon has a ?ferry range? of 5,200 miles but a combat range of 1,381 miles to include a 4 hour on stat ion time for an ant i-submarine mission. The aircraft can also be aerially refueled by an Air Force boom system, extending it s range t o the limit s of the crew. It has a service ceiling of 41,000 feet and can cruise in excess of 560 miles per hour. The engines are two, proven reliable, CFM Internat ional 56-7B engines used on all 737's. They are slightly upgraded from the standard t o 27,300 pounds of thrust. Addit ionally, the nacelle and mount are slight ly different to accommodat e a 180kVa electric generator which powers the onboard electronics. The Open Mission System Archit ect ure is a reconfigurable and expandable system facilitating easier, more affordable upgrades.Article by Shawn ByersTH E P-8 PO SEI D O N

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SENSORSThere are three main onboard sensors used by t he Poseidon to complet e missions and include an act ive multi-stat ic and passive acoustic sensor system, inverse synthetic apert ure/synthetic aperture radar, new electronic support measures system, new electro-optical/infrared sensor (gyro-stabilized and can have as many as seven sensors, including infrared, CCDTV, image intensifier, laser rangefinder, and laser illuminator) and a digit al magnetic anomaly detector. Designed with open architecture in mind, t hese sensors and systems can be replaced or upgraded over time.Raytheon APY-10 Mult i-Mission Surface Search Radar: A versat ile system in the nose, capable of det ecting, imaging and classifying surface targets at long range in marit ime,littoral, and overland fields.It is integrat ed into the mission control and display syst em aboard t he Poseidon for control, display and dat a distribution.AN/ALQ240 Elect ronic Support Measures Suite: Det ects and identifies radar or other electronic threat s to the aircraft or nearby asset s.AN/APS-154 Advanced Airborne Sensor: A multi function sensor feat uring a two sided AESA (Active Electronically Scanned Array) Radar.It can scan, map, t rack and classify targets simult aneously during day, night or adverse weather conditions.Once targeted, it can send information to anot her armed aircraft and guide a networked weapon to the target.WEAPONSYeah, you read that right. The Poseidon can carry an array of weapons in an internal weapons bay or slung under the wings on hardpoint connect ors. It is not only a submarine hunt er; it is also a killer. It has an internal five-stat ion weapons bay, four wing pylons, two centerline pylons, all supported by digital stores management allowing for carriage of joint missiles, torpedoes and mines. Search stores: rotary reloadable, pneumat ically controlled sonar buoy launcher.16 www.usaeronauticalhistory.comTH E P-8 PO SEI D O N

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The internal bay is temperature controlled and as mentuoned, can accommodate 5 weapons stations .A typical load out may be Mk 54 Air-Launched Lightweight Torpedoes, naval mines, depth charges or bombs. The torpedoes are winged to deploy in a controlled trajectory to the water to continue its journey.This allows the Poseidon to attack from a standoff distance as the torpedoes can be dropped from as high as 30,000 feet.Up to 129 sonar buoys would also be carried onboard and dropped through tubes on the fuselage.Four wing pylons and two center line pylons which can hold the AGM-84D Harpoon anti-ship missile or, in the future, Joint Direct Attack Munition (JDAM) standoff smart weapons. The offensive capabilities of the P-8 continue to evolve.WINDOWSThe aircraft has no passenger style windows along the fuselage but there are two large windows forward of the wing for the non-technical, rudimentary eyeball viewing in a search and rescue or surveillance situation.As mentioned earlier, a number of nations operate or plan to purchase the P-8,17 www.usaeronauticalhistory.comP-8 Poseidon in fkight. Photo by Shawn

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18 www.usaeronauticalhistory.comwhich includes Australia, the United Kingdom, Norway, New Zealand, Korea and Germany. India has the only derivative aircraft unique to their needs in the P-8I. Because it is based on the successful 737 program, training, parts, technical data and know how are in abundant supply making the P-8 a very robust and economical system. Thus far, 142 P-8's have been produced.CREWThe P-8 has a nine-person crew that includes a dual-pilot cockpit and five mission crew (plus relief pilot and in-flight technician). The P-8A has workstations with universal multi-function displays, and ready accommodation for additional workstations and workload sharing.The five operator stations (two naval flight officers plus three enlisted Aviation Warfare Operators/naval air crewman) are mounted in a sideways row, along the port side of the cabin. There are no windows anywhere along the crew stations; a single observer window is located on each side of the forward cabin. There is a short bomb bay for torpedoes and other stores opens behind the wing.The P-8?s aircrew are trained to refuel the aircraft, so the P-8 can drop into commercial airfields practically anywhere, get fuel, and go. The Poseidon will also have an aerial refueling capability. In 2015 the P-8 aircrews began air-to-air refueling training, and all 12 squadrons were completely capable by 2020. If you ever have an opportunity to see the inside of a P-8 we highly encourage you to go. It will give you the true sense of how it would fee being in one for very long hours in the air.

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U.S.A. P-8 HISTORY In February 2012, the P-8 made its mission debut during "Bold Alligator" 2012, an annual littoral warfare exercise. In April 2012, it took part in Exercise Joint Warrior, flying out of RAF Lossiemouth. During RIMPAC 2012 in the Hawaiian area, two P-8A's participated in 24 scenarios as part of Air Test and Evaluation Squadron One (VX-1) while forward deployed to Marine Corps Base Hawaii.On November 29th, 2013, its inaugural deployment began when six aircraft and twelve air crews of squadron VP-16 departed its home station of NAS Jacksonville, Florida, for Kadena Air Base in Okinawa, Japan. This deployment was a pre-planned regional re-balancing action, but occurred shortly after China's establishment of the East China Sea Air Defense Identification Zone, heightening tensions.During exercises in 2012 and 2013, and an overseas deployment to Japan, the P-8 reportedly exhibited radar, sensor integration, and data transfer problems, leading to additional testing. In January 2014, the Pentagon's Director of Operational Test and Evaluation office called the P-8A "ineffective" for large area ISR and ASW missions, and said that it was not ready for deployment. The same report found that the P-8 was effective at the small-area search mission, and with much better range, speed, and reliability than older aircraft. Pentagon acquisition undersecretary Frank Kendall disputed the report, saying that although its findings are factual, it did not acknowledge future capability upgrades for anti-submarine and wider-area surveillance.19 www.usaeronauticalhistory.comP-8 at NASO Photo by Shawn Byers

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A second squadron, VP-5, completed its transition to the P-8 in August 2013. During mid-2014, a pair of P-8's were dispatched to Perth, Australia for two months for an international search for the missing Malaysia Airlines Flight 370. On October 2nd, 2015, USN P-8's stationed at Naval Air Station Jacksonville, Florida, alongside U.S. Coast Guard HC-144A Ocean Sentry, HC-130H and USAF Reserve HC-130P Combat Shadow aircraft, searched the Eastern Caribbean Sea for the missing SS El Faro cargo ship that sank on October 1st, 2015 in the Category 3 Hurricane Joaquin near Crooked Island in the Bahamas. On February 20th, 2018, a P-8 of Patrol Squadron Eight (VP-8) rescued three fishermen whose vessel had been adrift in the South Pacific Ocean for eight days, deploying a search and rescue (SAR) kit containing supplies and communications equipment, the first time that a P-8 deployed a SAR kit in a real operation.USN P-8's routinely rotate through bases of allies. In September of 2014, the Malaysian government offered the use of bases in East Malaysia for P-8's, but no flights have yet been approved. On December 7th, 2015, P-8's were deployed to Singapore as part of a Defense Cooperation Agreement between the US and Singapore for "fighting terrorism and piracy." China criticized the Singapore deployment as "regional militarization by the U.S." The third detachment of two P-8s based in Paya Lebar Air Base, Singapore, participated in naval military drills with the Singapore Armed Forces (SAF) in mid-2016.20 www.usaeronauticalhistory.comP-8 Poseidon landing. Photo by Shawn Byers

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21 There are currently twelve active-duty VP Fleet squadrons home ported in Jacksonville, FL, and Whidbey Island, WA. One special project squadron and one Unmanned Patrol Squadron, VUP-19 home ported in Jacksonville, and one Fleet Air Reconnaissance squadron home ported in Whidbey Island.The Navy stopped purchasing P-8?s for the US fleet in the fiscal year of 2021, with a total inventory of 128, according to military budget justification documents.The primary users of the P-8 are:*United States Navy*Indian Navy*Royal Australian Air Force *Royal Air ForceGeneral Charact eristicsPrimary Funct ion: Anti-Submarine and Anti-surface Warfare.Contractor: Boeing IDS Date Deployed: First squadron is planned for 2013.Propulsion: Two high-bypass CFM56 turbofan enginesLength: 129.5 feet Height: 42.1 feet Wingspan: 117.2 feet.Weight: Maximum gross takeoff, 188,200 poundsAirspeed: 490 knots. Ceiling: 41,000 ft.Range: 1,200 nautical miles radius with four hours on station.Crew: Nine. Armament: Torpedoes, cruise missiles, bombs, minesP-8 Poseidon landing. Photo by Shawn Byers

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In February's issue segment of Women In Aviation, we bring you pilot, Kayla Grace. Kayla grew up in Houston, Texas and she lived there until she was about 16, and then her family moved to Nashville, TN for her father?s job. ?I went to high school in Cypress, Texas at Cypress Ranch High School. When I lived in Nashville, I sparked an interest in aviation and had quite the journey, from the ramp all the way to flight attendant, to pilot?, stated Kayla.Kayla?s story of how she became a pilot is an interested one, so I will let her tell it. ?I became interested in being a pilot after getting a job as a flight attendant. I adored my job, and knew that flying was in my blood. I began researching ways to begin that path, I don?t have anyone in my family that flies so I was kind of on my own to find my way into the industry. I decided to go with a fast-track flight school, ATP Flight School in Smyrna, TN. I knew I wanted to fly, and I wanted to be able to provide for my then two-year-old son. So, I decided that becoming a pilot would be perfect for me. I went solo on January 15, 2019 (Crazy right?!)". Kayla currently possesses a high performance and complex endorsements. She obtained her complex while in flight school at ATP, but received her HP in Colorado where she moved to be an instructor.Kayla informed me that her training was roughly 10 months, and in her opinion the most difficult part was how fast paced the training was. ?I enjoyed every second of it, but often felt overwhelmed especially during my instrument phase. The other difficult part of training was juggling being a single mom while receiving all of my ratings. I became a regular at the gym so that I could study and my son could have a place to play, lol!?.Article by Jimi Simmons22 KAYLA GRACE

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Kayla currently works for Doss aviation, which is a flight school in Pueblo, Colorado where they teach military contracts. "Our largest customer is the United States Air Force, but we also work with the Air National Guard and occasionally personnel from other branches. The students get 25 hours with us, and we teach them the basics of flying, dead reckoning and pilotage. I am a flight instructor at Doss Aviation and I get the pleasure of teaching these students that will be future fighter and heavy pilots in our military", stated Kayla.I asked Kayla to give me the pros and cons of her job. ?The best part about my job is a sense of reward knowing that the students I fly with now will go on to fly some of the most technical aircraft out there, and that I had the pleasure to play a part in their training. I also work amongst some really incredible mentors who have flown everything from A-10 Warthogs to C-5?s. The only cons to my job are that unfortunately I don?t get to teach instrument, which is one of my favorite things to teach?. I was curious if Kayla ever thought about joining the military to be a pilot and if she ever sees herself going into the private sector or commercial sector as a pilot. ?It?s kind of funny you ask that because military flying sort of fell in my lap, I don?t think I would have been able to go full military because of my son, but I do enjoy the flexibility of being a flight instructor and being a mom. I do plan on going commercial, my hope is to be at a regional airline by the summertime. I would love to fly for SkyWest and hope to snag a base in Denver where my son and I currently live?.23 www.usaeronauticalhistory.comGo to this link to purchase tickets!

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Kayla currently flies a Diamond DA 20. ?It?s a fun little airplane! We only have one Diamond DA 20 in the fleet, although we have about 75 aircraft that make up our entire fleet. My favorite airplane I have flown has got to be the Glasair III. Such a fast, zippy airplane that is fully aerobatic". Kayla hopes in 10 years from now to see herself at a cargo airline such as FedEx or UPS. ?I?m a bit of a night owl, I wouldn?t mind flying across the world at night!! Ultimately, I would love to fly wide body, and be able to see the world".I know we are all sick of the Covid-19 pandemic...the variants, etc. But it is a question I feel we have to ask all of our aviation pilots, FA's and crews, as it has affected us all in so many different ways. "As a Flight Instructor, the COVID-19 pandemic only really affected me when Colorado shut down in March of 2020. We were deemed as nonessential and forced to shut down for six weeks, so while we were shut down, I actually worked on getting my CFII. I think professionally I wondered whether the airlines would be a feasible route when things were so unsure, no one really knew whether or not the airlines were going to hire again or not like they were in 2019. Little did we know, business would be booming. The rate that the airlines are hiring at right now is absolutely astounding".24 www.usaeronauticalhistory.comKayla next to the Diamond DA20

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With every pilot I interview, I always have the key question of what their opinion is of what makes the ?ideal pilot?. "I think there are many things that contribute to an ?ideal pilot? and it really just comes down to the type of pilot you were wanting to be. For example, I think there are things that define the ?ideal private pilot? that might be completely different from an ?ideal commercial pilot?. I do believe that one of the key things though, is good leadership. There's many things that define a great leader, and I think it?s a great ?one size fits all? category". "I recommend any women and men interested in getting their PPL to start as soon as possible, and I recommend doing everything you can to find grants and scholarships before you turn to school loans. If I could go back and do it all over again, I would try to get as many scholarships as I could. The most frustrating part as a Flight Instructor going into the first few years of the regional world is that notoriously you don?t make a lot of money, and school loan payments don?t help the cause!! Make connections, be friendly, and take all of the help you can get. The first step, is simply taking an introductory flight at your local flight school! See if you like it, and talk to your instructor about next steps if you do. It?s an incredibly rewarding career with many avenues other than corporate and the 121 worlds, if you want it. There's truly something for everyone", stated Kayla. 25 www.usaeronauticalhistory.comKayla's beautiful view while flying in Colorado.

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