B (3:07)
Well, actually, this is a very good question, Scott. I think there was a exact moment, which I could tell you a little about that, where I realized that I needed to have a life of leadership, or at least aspiring to leadership, trying to become a good leader. So this will take a little bit of time to tell, but I think it's worth it. So in the Vietnam War, I was a Navy officer on a guided missile destroyer. And in the, in the Navy at that point, and it's probably still true today, you really have, as an officer, two jobs. First job is a functional job. So the first tour I did, I was damage control officer. The second tour I did, I was communications officer. But the other job that you have is what is simply a ship driving job. You need to be ultimately qualified to what's called the officer of the deck, because the captain does not, you know, this is not like you see a lot of movies of the Age of Sail where the captain is yelling commands to the, to the, you know, engine order, telegraph for speed or the helm for which direction. Now the captain is way too busy, whether it's peacetime or wartime to be doing that. So you have people, officers who are highly qualified and they're called officer of the deck. And you get qualified only by practicing over a period of years, which I had been doing. But I was now a qualified officer of the deck. So I am driving the ship. It's 2:00 in the afternoon, a lovely day, nice sunny little breeze. And the ship's mission, which we did quite a bit of on this particular day, is called plane guarding. So when Navy aircraft carriers want to launch and, or recover aircraft, they want to have a destroyer one nautical mile in front and one nautical mile in back. A nautical mile is 2,000 yards. And basically the destroyers, including mine, were playing lifeguard duty. The toughest time for Navy pilots was actually landing on an aircraft carrier. It's the most dangerous time. And if they had been hit over North Vietnam, they were limping back, trying desperately to get to the carrier, to the carrier, and not go down either on land or in the ocean. So you're there to provide lifeguard duty in between recovering and launching aircraft. The three ships, the two destroyers and the carrier kind of just drift around going very slowly at random. But when they're ready to, in this case, I'm going to tell recover aircraft, they will call each ship over cryptid encrypted voicemail and tell us what to do. So my ship's call sign was Fleet Fox. And so I am now the officer of the deck. It's very calm right now, but we get a message. Fleet Fox takes station, describes, you know, wants us to go behind the carrier. And the carrier also tells you where it's turning in. It wants to go into the wind. So we'll tell you what course it's taking because you get maximum lift from the aircraft, whether they are landing or taking off by going into the wind. And also they're usually at flank speed, which is top speed, which on those carriers could be 35 miles an hour, believe it or not, those giant warships. And so if you had a 20 mile an hour wind, there's 45 mile an hour wind when you throw the planes off or when they're landing. So there's a lot of lift because they landed typically 90 to 100 miles an hour. So we, I, I quickly do a little calculation. It's a relative motion. Oh, the captain, the, the carrier is here. They're going to go in this direction at this speed for me to get, the fastest way for me to get behind is to go at my flank speed, roughly the same speed, 35 miles an hour and in what direction. And so I'm doing that and I suddenly realize that the carrier is coming right at us. Their new course and speed is directly at us. Now we are like three miles away, so there's no danger. I don't want to mislead you of having a collision because I can get out of the way very easily. But I need to get behind the carrier and I'm in front of the carrier. So I'm yelling commands. I'm out on the wing of the bridge in the wind with the door open to the bridge, yelling commands to the engine order telegraph, which is all ahead flank, which is top speed and what course I want the helmsman to take. And I see that I'm going to pass what we call in the Navy, close aboard to another ship, in this case the carrier. They're going to be going exactly one way. I'm going in exactly the opposite direction. And we are port to port. So in The Navy, the left. The left side is the port side. The starboard side is the right side. So we're passing port to port, close aboard. And when I say close aboard, it's. It's 100 yards apart, which seems like a lot when you're playing football, but actually, two big ships, it could be a disaster if you hit. So I'm going by the carrier. Very important to get in our assigned position as soon as possible. Matter could be a matter of life and death. We really don't know. We don't know what the condition. The pilots are like coming back to land from a mission. And so we're flying by and understand that we're at 70 miles an hour relative motion, going in opposite directions. So to pass the carrier only takes eight seconds at 70 miles an hour. So I'm already anticipating. I have to get behind. So I'm starting to turn to the port. My ship, even when I haven't passed the carrier yet because they. Because they're going to be past us when I get around. One of the things, though, about Navy ships, particularly big ones, is that when you put the helm over, put the rudder over, those ships continue to skid for a while in the same direction that they were headed because the mass of these ships is so large. This isn't like driving an automobile. You turn the wheel and you turn right away and. And you practice understanding as the officer of the deck, you know when to give an order, knowing you're going to continue to skid. So I'm actually giving the order to turn, it feels like into the carrier. Okay. But it's not, because I know they're going to be passed beforehand. And. And I'm. And I'm judging the skit. If you've ever. Scott, if you've ever driven a car, I'm sure you have in snow, and you come to.