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Phil Waters - Member since 2016
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The Library of Congress - Veterans History Project
Phil Waters Interview Video
Phil Waters Interview Video
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I’m not sure why, but this Texas farm boy knew these two things at an early age; I wanted to be in the military, and I wanted to fly. I got the chance to merge these two dreams when I joined the Civil Air Patrol at Amarillo Air Force Base. It was the USAF’s version of the Boy Scouts, and I loved it, rapidly rising to the rank of Captain before the call of college over took my interests.
Upon graduating from Canyon High School, my buddies talked me into joining the US Naval Reserve Unit in Amarillo, TX. The USN sent me to three-week boot camp at the MCRD (Marine Corp Recruit Depot) in San Diego over Christmas break, 1961. The following summer I spent two weeks on the twenty-year old USS Porterfield, DD 682 (Same boat Chaplain John served on, but not at the same time).
Upon graduating from Canyon High School, my buddies talked me into joining the US Naval Reserve Unit in Amarillo, TX. The USN sent me to three-week boot camp at the MCRD (Marine Corp Recruit Depot) in San Diego over Christmas break, 1961. The following summer I spent two weeks on the twenty-year old USS Porterfield, DD 682 (Same boat Chaplain John served on, but not at the same time).
The next two summers were taken up by ROCS (Reserve Officer Candidate School) in Newport Rhode Island. I graduated from college, was commissioned Ensign in 1965 and spent 5 1/2 years on active duty starting in 1966.
To my great disappointment, my marginal 20/20 vision did not permit me to be a Naval Aviator. This was probably a lifesaver for me as I was paired with a Lt. Commander pilot in my operational squadron, who was arguably the best pilot in our squadron.
Naval Flight Officer (NFO) training at Naval Air Station (NAS) Pensacola, FL was a challenge, but incredibly interesting. There was lots of classroom time. The Rudimentary navigation training was done in the UC-45J.
To my great disappointment, my marginal 20/20 vision did not permit me to be a Naval Aviator. This was probably a lifesaver for me as I was paired with a Lt. Commander pilot in my operational squadron, who was arguably the best pilot in our squadron.
Naval Flight Officer (NFO) training at Naval Air Station (NAS) Pensacola, FL was a challenge, but incredibly interesting. There was lots of classroom time. The Rudimentary navigation training was done in the UC-45J.
Four jet-orientation hops were accomplished in the Lockheed T1A Sea Star.
I was fortunate enough to graduate in the upper half (barely) of my NFO class which allowed me to pick the A-6 Intruder for my Navy career. Next, four weeks of Basic Jet Navigation training with VT-86 at NAS Glynco, Ga. in the T-39D Saberliner was a blast, and I loved it. Lots of low-level visual nav over the Okefenokee Swamp.
On one such flight we lost the starboard engine, made an uneventful landing to discover the remains of some large bird protruding out of the engine (turkey?).
Next duty station, NAS Whidbey Island Washington and VA-123, the West Coast A-3 and A-6 RAG (Replacement Air Group - training squadron).
Next duty station, NAS Whidbey Island Washington and VA-123, the West Coast A-3 and A-6 RAG (Replacement Air Group - training squadron).
There were lots of low-level training hops day and night (not so much fun as day) … and I loved it.
After flight training and a five-day survival school, I got a note from the CO to stop by ASAP, whereupon he informed me that I had been picked to replace a BN (bombardier-navigator) who had decided to finish out his enlistment on a destroyer where he presumably would not be shot at nearly as much.
A week or so later I trapped aboard the “Connie” (USS Constellation, CVA-64) on July 4, 1967 where I would spend the rest of that Combat Cruise and the next (1968) with VA-196.
After flight training and a five-day survival school, I got a note from the CO to stop by ASAP, whereupon he informed me that I had been picked to replace a BN (bombardier-navigator) who had decided to finish out his enlistment on a destroyer where he presumably would not be shot at nearly as much.
A week or so later I trapped aboard the “Connie” (USS Constellation, CVA-64) on July 4, 1967 where I would spend the rest of that Combat Cruise and the next (1968) with VA-196.
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To say that living on the Connie and flying combat missions into really hostile territory was a little overwhelming for this Texas farm boy, would be a gross understatement; but I loved it. I was living my dream of flying and fighting for my country. I could scarcely believe my good fortune. Combat was no biggie for a few missions, then after seven day-hops, somebody decided I was ready for the night stuff. Ouch!
I should mention that, after WWII and Korea, the USN decided it was time to create a bomber that could fly in all weather and at night; thus, was born the A-6 Intruder. Going low and fast (relative to other bombers) at night or under the weather was the Intruders forte, and yes, I loved it.
Low could be defined as below 500 ft. When the bad guys are shooting at you, you can’t go too low … unless you smack into something … like the ground … and some did.
Low could be defined as below 500 ft. When the bad guys are shooting at you, you can’t go too low … unless you smack into something … like the ground … and some did.
The best mission for us was bridge-bustin’. The Red River Valley in North Vietnam had lots of bridges, and we dedicated a lot of effort to blowing them up. Yep … I loved it!
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(see “Goin’ Downtown”- “members stories” under “home” pull-down tab)
Daylight missions were very, very different. These “Alpha Strikes” were made up of aircraft from every squadron on the Connie with the core of the strike aircraft being the bombers. Picture the dive-bombers in WWII doing a port roll-in on the target and you can get a rough idea how the bombing was done. Not much for the BN to do but insure that the “master arm” switch is on, lookout for Migs, call out altitude in the dive, look for SAMs coming and going and give the pilot a heading for the carrier. Coming in at 10,000 feet+, we didn’t have to worry much about AAA, but SAMs were a big concern (see “paralyzing fear” in member stories).
On 11.19.1967 we left Cubie Point, PI for Atsugi, Japan. From Atsugi we “trans packed” to NAS Alameda, CA, then home to NAS Whidbey Island.
On 11.19.1967 we left Cubie Point, PI for Atsugi, Japan. From Atsugi we “trans packed” to NAS Alameda, CA, then home to NAS Whidbey Island.
The ’68 cruise was more of the first cruise starting with flight operations on June 1. There were very few targets left to bomb at this point, so we spent more time running road reconnaissance at night looking for trucks bold enough to try to run for the Ho Chi Minh Trail from the Hanoi/Haiphong areas. We killed lots of them, but couldn’t stop the flow of war material going south as the guys down south well know.
Our Commander-In-Chief decided to give the bad guys another chance to make peace at the Paris Peace Conference by calling a bombing halt over all of North Vietnam on November 1. Now we concentrated all our efforts on the Ho Chi Minh Trail day and night, and they still got through. Our last combat mission was on January 6, 1969.
Our Commander-In-Chief decided to give the bad guys another chance to make peace at the Paris Peace Conference by calling a bombing halt over all of North Vietnam on November 1. Now we concentrated all our efforts on the Ho Chi Minh Trail day and night, and they still got through. Our last combat mission was on January 6, 1969.
On completing these cruises with 169 combat missions, I was detached from VA-196 and made my way home to Whidbey via military transport. I had been reassigned to VA-128, the West Coast A-6 RAG (training squadron) where for the next two years I helped train new A-6 BNs and occasionally pilots. My collateral duty was mine warfare and nuclear warfare training officer. Yes, the A-6 Intruder had a nuclear mission in those days.
To my great joy, I met and married the Oak Harbor Junior High School Spanish teacher. We have been living happily ever after (mostly) now for almost 50 years. I’d call that a darn good start … and loving it.
Plan A for my life plan was to stay in the USN and retire at some point. However, as Sue and I observed how hard sea duty was on marriages and families, we both came to the sad conclusion that we did not want to go down that road. I did not have a plan B. What the heck do I do now?
While the US military branches were discharging soldiers, sailors and airmen at a rapid rate, the FBI was taking the opportunity to scoop up 4,000 additional Special Agents between 1969 – 1972. I was discharged in June, 1971 and made the transition to the FBI and for the next 27 years served in the Sacramento, Chicago and Denver FBI offices, retiring in 1999.
Plan A for my life plan was to stay in the USN and retire at some point. However, as Sue and I observed how hard sea duty was on marriages and families, we both came to the sad conclusion that we did not want to go down that road. I did not have a plan B. What the heck do I do now?
While the US military branches were discharging soldiers, sailors and airmen at a rapid rate, the FBI was taking the opportunity to scoop up 4,000 additional Special Agents between 1969 – 1972. I was discharged in June, 1971 and made the transition to the FBI and for the next 27 years served in the Sacramento, Chicago and Denver FBI offices, retiring in 1999.
With the advantage of 20/20 hindsight, I can now look back and see that, while I did not give a whole lot of consideration to what I was going to do after high school, God had a plan for my life every step of the way. Sue and I live 30 minutes away from our son and our three grandkids which is a great blessing. Working with our church, Veterans Treatment Court and VVA 1071 (Vietnam Veterans of America) is also a great blessing and doesn’t leave much time to sit around regretting that I am indeed getting to be an old man … and loving it.
Read more from Phil on Member Stories page