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Here is an amazing photograph and story from my friend Rod Creagh. You may notice his comment on the post from last week containing all the comments from the first video; that’s how we met. Cheers Rod!

Lt. Gerard B. (Rod) Creagh: The Story Behind the Picture

Rod's Crash

As a naval aviator assigned to Fighter Squadron VF-13 (Carrier Air Group Ten) aboard the U.S.S. Shangri-La, I was completing a routine intercept flight in the Mediterranean Sea, off the coast of France. The aircraft was a Douglas Skyray F4D-1 (“Ford”) single seat all-weather interceptor equipped with air to air weapons capability, radar intercept equipment and a Martin-Baker ejection seat. The weather was perfect for day carrier operations. Also, the ship was due to anchor that night at Cannes, giving the Air Group and ship’s company personnel some well-deserved liberty ashore.

On June 10, 1962, after a routine day flight of approximately one hour and forty minutes, my landing approach was done routinely, lining up on the aircraft landing area centerline and paying close attention to the visual landing aid (which gave me an indication of my position on the desired glide slope) and my airspeed. Touching the deck on centerline and on proper speed, I felt the initial contact of the tailhook with number three wire, followed by a sudden release. My first thought was that the tip of the tailhook had broken and I would have to fly the aircraft to a divert field in Sicily, missing the layover in Cannes. A radio call from Primary Fly (the ship’s aircraft control tower) alerting me of a possible fire situation and a glance at my rapidly dropping fuel gauge confirmed that I had just enough time to gain some altitude and then eject, At approximately one thousand feet the engine flamed out, and I ejected successfully. On the F4D, the cockpit cover had to be opened and swept away (done automatically), before the seat would fire. On the descent in the parachute, I noticed the aircraft somewhat higher than I was which was disconcerting since I was vulnerable to the falling aircraft. Fortunately, the plane struck the water abeam the ship at the 180 degree position of the landing pattern.

The rescue helicopter, which was always airborne during day landings, was over my location in the water in a matter of minutes and a sling was lowered to lift me out of the water. Safely aboard the helicopter, I was surprised at how quickly all of this had happened. The cause of the accident was a structural failure of the cross member in the aft section of the aircraft’s tail due to metal fatigue. The fuel drains in that area that were torn away were under high pressure, vaporizing fuel in the planes exhaust, evident in the photograph. The tailhook, afterburner shroud, and the rest of that portion of the plane were left aboard the carrier. The aircraft, with minimal flying speed, was able to stay airborne.

Back aboard the carrier, the Air Group Flight Surgeon made X-rays of my back and neck for possible skeletal injuries (there were none), and then asked if I would like a vial of medicinal brandy. …I accepted, of course!!

I give credit to the expert parachute rigger who packed my ejection seat, to the chopper Pilot who lifted me out of the water and for emergency training drills which saved my life and made it possible for me to recount that experience today. Thanks!

Rod Creagh

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