VF-124

Fighter Squadron 124 (VF-124), known as the Gunfighters, was a fleet replacement squadron (FRS) of the United States Navy dedicated to training fighter pilots and maintenance personnel. Originally established on 16 September 1948 as VF-53 at Naval Air Station (NAS) Moffett Field, California, the squadron was redesignated VF-124 on 11 April 1958, incorporating elements of VF-194 to focus on advanced flight training. Over its 46-year history, VF-124 transitioned through multiple aircraft types, including the F4U-4B Corsair during the Korean War, the F9F-5 Panther and F9F-8 Cougar, the FJ-3M Fury, the F-8 Crusader from 1958 to 1972, and the F-14A/B/D Tomcat from 1972 until its disestablishment.^[1]^[2] The squadron played a pivotal role in naval aviation training, conducting the first carrier strikes of the Korean War in 1950 and preparing pilots for combat operations, including MiG-killing aces during the Vietnam War. Relocating to NAS Miramar in 1961, VF-124 became the Pacific Fleet's primary F-14 Tomcat training unit in 1972, supporting the introduction of the aircraft into service and training over 1,500 aircrews and 14,000 maintenance personnel by 1988.^[2] It also trained Iranian Air Force pilots on the F-14 from 1976 to 1979 prior to the Iranian Revolution, and later incorporated tactical airborne reconnaissance (TARPS) and strike training with the F-14B and F-14D variants in the 1980s and early 1990s.^[1]^[2] VF-124 exemplified leadership and operational excellence, with notable figures like Major William Leftwich, who earned the Navy Cross and Silver Star for actions in Vietnam after training with the squadron.^[1] The unit was disestablished on 30 September 1994 at NAS Miramar amid post-Cold War force reductions, with its F-14D training responsibilities merging into VF-101 on the East Coast.^[1]

History

Establishment as VF-53

Fighter Squadron 53 (VF-53) was established on 16 August 1948 at Naval Air Station Moffett Field, California, as part of the U.S. Navy's post-World War II expansion of carrier-based aviation units. Initially equipped with 24 Vought F4U-4B Corsair fighters, the squadron was assigned to Carrier Air Group 5 (CVG-5) and operated as a standard fighter squadron focused on air defense and escort missions.^[3]^[4] The squadron adopted the nickname "Blue Knights," reflecting its emphasis on precision and chivalric discipline in aerial combat training. Its insignia depicted a mounted knight in blue armor, symbolizing readiness and valor. Early operations centered on building squadron cohesion through rigorous flight training, including air-to-air gunnery, formation tactics, and simulated combat exercises at NAS Moffett Field. These activities prepared pilots for carrier integration, with the squadron conducting initial carrier qualifications aboard ships like USS Boxer (CV-21 to master deck landings and catapult launches in the F4U-4B Corsair.^[1]^[4] Based primarily at NAS Moffett Field throughout its formative years, VF-53 participated in West Coast naval exercises and routine patrols, honing skills essential for fleet operations without engaging in combat. As a key component of CVG-5, the squadron emphasized interoperability with other air group elements, conducting joint maneuvers that simulated multi-squadron strikes and defensive screens. This pre-Korean War period solidified VF-53's role as a reliable fighter asset, setting the stage for its subsequent deployments.^[1]

Korean War service

Fighter Squadron 53 (VF-53) was activated for combat operations in the Korean War in 1950 as part of Carrier Air Group 5 (CVG-5) aboard the USS Valley Forge (CV-45), deploying from May to December 1950 with F4U-4B Corsair aircraft for ground attack and close air support missions.^[5] The squadron's aircraft participated in the initial U.S. Navy carrier strikes beginning 3 July 1950, targeting North Korean airfields such as Pyongyang, troop concentrations, rail lines, and bridges to disrupt enemy advances southward.^[6] These operations included strafing and bombing runs that supported United Nations ground forces and interdicted supply routes, with VF-53 contributing to the launch of 16 Corsairs from USS Valley Forge as part of CVG-5's initial strikes on 3 July 1950 targeting North Korean airfields such as Pyongyang, troop concentrations, rail lines, and bridges north of the 38th parallel. A second deployment followed aboard the USS Essex (CV-9) from 26 June 1951 to 25 March 1952, where VF-53 continued fighter-bomber roles using F4U-4B Corsairs, focusing on interdiction of enemy supply lines, armed reconnaissance, and close air support for UN troops.^[5] Squadron pilots conducted strikes against rail yards, vehicles, and coastal targets, including attacks near Wonsan Harbor that destroyed trucks, buildings, and troop positions while suppressing anti-aircraft fire. During this period, VF-53 flew daily combat sorties as part of CVG-5's efforts, which severed communist rail lines in thousands of places and delivered thousands of tons of ordnance across Task Force 77 operations.^[7] In late 1952, VF-53 transitioned to the jet-powered Grumman F9F-5 Panther, deploying aboard the USS Valley Forge from 20 November 1952 to 25 June 1953 for fighter-bomber missions, including interdiction of supply lines and combat air patrols that provided top cover against potential MiG-15 threats in the theater.^[5] The squadron's Panthers supported strikes on bridges, rail cars, and buildings, contributing to the destruction of enemy logistics while escorting attack aircraft; no confirmed MiG engagements were recorded for VF-53, but the jets enhanced the group's speed and range for armed reconnaissance over North Korea. Across its Korean War deployments, VF-53 flew thousands of combat sorties as part of CVG-5, which amassed over 3,000 missions and dropped more than 3,700 tons of bombs in the final phase alone, aiding in the sinking of North Korean coastal vessels through coordinated air-ground attacks and providing critical support to UN forces without squadron aircraft lost to enemy fighters.^[7] The squadron experienced losses during deployments, including Lieutenant (junior grade) Francis G. Gergen killed on 21 February 1952 after becoming disoriented in a snowstorm and crashing into the sea while escorting a battle-damaged aircraft from USS Essex. On 3 July 1950, a VF-53 F4U-4B (BuNo 96809) suffered engine failure during launch from USS Valley Forge, but the pilot was rescued unharmed. Other incidents involved anti-aircraft hits leading to ditches or bailouts, but pilots were typically rescued, with no squadron members lost to enemy aircraft action.^[8]

Redesignation as VF-124

Following the conclusion of its Korean War service in 1953, VF-53 continued operations within the Pacific Fleet, conducting multiple Western Pacific deployments aboard carriers such as USS Philippine Sea (CV-47) with Carrier Air Group 5 (CVG-5) and USS Shangri-La (CVA-38) and USS Kearsarge (CVA-33) with Attack Carrier Air Group 3 (ATG-3), transitioning to aircraft like the Grumman F9F-8 Cougar and North American FJ-3M Fury.^[1] On 11 April 1958, VF-53 was redesignated as VF-124 at Naval Air Station Moffett Field, California, incorporating elements of VF-194 to address the U.S. Navy's growing requirement for additional dedicated flight training squadrons amid the introduction of advanced jet fighters.^[1]^[9] This redesignation marked the squadron's permanent shift from operational combat deployments to a fleet replacement squadron (FRS) role, focused on providing transition training for pilots on new supersonic aircraft and ending its era of carrier-based combat missions.^[1]^[1] In its initial FRS capacity, VF-124 developed its first training syllabus emphasizing pilot proficiency in advanced fighter operations, including systems familiarization and tactical maneuvers, while also instructing maintenance personnel on aircraft upkeep to support fleet readiness.^[1] Early administrative adjustments included the squadron's alignment under Pacific Fleet oversight to standardize training protocols, facilitating a structured pipeline for replacing aircrews in operational units.^[1]

F7U Cutlass operations

Upon its redesignation as VF-124 on 11 April 1958, the squadron was assigned a small number of F7U-3 Cutlass aircraft at Naval Air Station Moffett Field, California, to serve as the Navy's initial fleet replacement squadron (FRS) for the type, emphasizing carrier suitability evaluations and pilot transitions from propeller-driven aircraft to advanced swept-wing jets.^[10]^[11] VF-124 conducted operational assessments of the Cutlass's tailless design and afterburning Westinghouse J46-WE-8A engines, which powered the aircraft to speeds approaching Mach 0.98 but suffered from frequent flameouts and insufficient thrust-to-weight ratio for demanding carrier operations.^[12] These evaluations underscored broader Navy concerns about the aircraft's stability, particularly in low-speed handling and recovery from stalls, amid a type-wide accident rate of 17 per 10,000 flight hours—resulting in 78 total incidents and the loss of over 25% of the 314 airframes produced.^[12]^[13] Handling difficulties and engine unreliability restricted VF-124's training program to a brief period of limited flights in 1958, contributing to official reports that deemed the Cutlass unsuitable for sustained fleet service; the Navy subsequently grounded remaining units and retired the type across all squadrons by mid-1959.^[12]^[14] With no deployments or combat employment of the Cutlass under VF-124, the squadron completed its transition from the aircraft by early 1960, reallocating resources to emerging programs.^[2]

F-8 Crusader training

In early 1960, following the phase-out of the problematic F7U Cutlass, VF-124 transitioned to the Vought F-8 Crusader as its primary training platform, adopting variants including the F-8A, F-8B, F-8C, and F-8D to equip Pacific Fleet squadrons. This shift established the squadron as the Fleet Replacement Squadron (FRS) for the supersonic fighter, earning it the enduring nickname "Crusader College" due to its comprehensive instructional role in pilot proficiency and aircraft familiarization.^[15] To better support the expanding Pacific Fleet and align with major fighter operations, VF-124 relocated from Naval Air Station (NAS) Moffett Field, California, to NAS Miramar in June 1961, where it remained for the duration of its F-8 program.^[1] The move enhanced logistical efficiency, providing proximity to carrier air wings and enabling more integrated training with operational units.^[1] VF-124's training encompassed a rigorous syllabus for transitioning pilots, covering carrier landing patterns, precision weapons delivery, and advanced tactics such as dissimilar air combat maneuvers against other aircraft types.^[9] Over the 1960s, the program qualified more than 1,500 aircrew on the F-8, with the curriculum evolving to meet Vietnam War demands, including intensified focus on close air support and electronic countermeasures as combat experience from deploying squadrons informed updates.^[9] Instructors, often combat veterans, emphasized both flight and maintenance procedures to ensure readiness for fleet integration.^[1] The squadron expanded to maintain 20–25 aircraft to sustain high-tempo operations, conducting fleet synthetic training exercises that simulated real-world scenarios and providing direct support to operational units preparing for Vietnam deployments, such as qualifying replacement pilots for carriers like USS Constellation and USS Ranger. VF-124 itself saw no direct combat, focusing exclusively on its replacement training mission until transitioning away from the F-8 in 1972.^[1]

F-14 Tomcat training

VF-124 received its first Grumman F-14A Tomcat on 8 October 1972 at Naval Air Station Miramar, California, marking the squadron's transition from F-8 Crusader training to serving as the Pacific Fleet Replacement Squadron (FRS) for the new variable-geometry wing fighter.^[9] This shift introduced instruction on the F-14's advanced features, including its swing-wing design for optimized performance across subsonic to supersonic speeds, the long-range AIM-54 Phoenix missile for beyond-visual-range engagements, and two-crew operations involving a pilot and radar intercept officer (RIO).^[16] The squadron quickly stood up the initial training program, commissioning the Navy's first operational F-14 squadrons, VF-1 and VF-2, just days later on 14 October 1972.^[9] As the FRS, VF-124 developed comprehensive curricula focused on radar intercept tactics and fleet air defense, emphasizing the integration of the AN/AWG-9 radar system, which enabled simultaneous tracking of up to 24 targets and guidance for multiple Phoenix missiles.^[16] Training encompassed air-to-air combat, carrier qualifications, and multi-aircraft intercepts, with early milestones including the first replacement pilot qualifications in December 1974 and day/night carrier landings aboard USS Kitty Hawk.^[9] From 1976 to 1979, VF-124 trained pilots from the Imperial Iranian Air Force on the F-14A as part of a U.S. foreign military sales program, prior to the Iranian Revolution.^[9] In the early 1980s, the squadron innovated by incorporating Tactical Airborne Reconnaissance Pod System (TARPS) training, equipping F-14s with reconnaissance capabilities for real-time intelligence gathering during fleet operations.^[17] By December 1988, VF-124 had qualified 1,502 aircrews and over 14,400 maintenance personnel, accumulating more than 153,193 flight hours in support of Navy and Marine Corps readiness.^[9] In November 1990, VF-124 accepted its first F-14D Super Tomcat, initiating advanced training on upgraded avionics, including digital flight controls, improved multifunction displays, and the LANTIRN targeting pod for precision strikes.^[1] The squadron operated both F-14A/B and F-14D variants concurrently, providing transition programs for fleet units until the older models' phase-out, with the first F-14D carrier qualifications conducted aboard USS Nimitz on 2 October 1991.^[9] This dual-variant operation enhanced interoperability and prepared aircrews for evolving mission requirements in air superiority and strike roles. VF-124's training efforts indirectly supported key F-14 deployments, including the 1981 and 1989 Gulf of Sidra incidents, where squadron graduates from units like VF-41 and VF-32 engaged Libyan aircraft using tactics honed at Miramar.^[16] A notable event occurred on 11 March 1993, when a VF-124 F-14A, piloted by Lieutenant Mark A. Garcia with Lieutenant Tim Taylor as RIO, executed the final carrier landing on USS Ranger before the ship's decommissioning, completing the carrier's 330,000th arrested landing.^[18]

Disestablishment

VF-124 was disestablished on 30 September 1994 at Naval Air Station Miramar, California, amid post-Cold War budget reductions and broader U.S. Navy downsizing efforts following the completion of the F-14 Tomcat's fleet-wide transition to operational squadrons.^[1] This closure reflected the declining number of active F-14 squadrons and the strategic need to streamline training operations in the post-Cold War era.^[9] The squadron's primary mission of providing Fleet Replacement Squadron (FRS) training for F-14 aircrews was transferred to its East Coast counterpart, VF-101, at NAS Oceana, Virginia, thereby consolidating all Tomcat training under a single command and eliminating redundant West Coast functions.^[1] This consolidation marked the end of VF-124's role as the Pacific Fleet's dedicated F-14 training unit, with remaining aircraft and resources reallocated to support ongoing Navy aviation needs.^[9] Across its 46-year existence—from its origins as VF-53 in 1948 through redesignation and operations until 1994—VF-124 trained thousands of aviators and maintenance personnel, culminating in over 1,502 aircrew and more than 14,400 support staff qualified by December 1988 alone, alongside logging more than 153,000 flight hours.^[9] The squadron's F-14 assets, including models from the A to D variants, were redistributed to other units such as VF-101 or placed into storage and retirement as part of the downsizing.^[2] VF-124's legacy endures through its pivotal role in enhancing Navy aviation safety via standardized, high-fidelity training that prepared pilots for combat and operational demands, while its model influenced the structure of subsequent consolidated FRS programs.^[1] The squadron has not been reactivated since its deactivation.^[9]