Space and infrastructure limitations kept F-14 Tomcat squadrons from ever being assigned to the USS Midway’s airwing. The ship’s arresting gear and catapult systems weren’t designed for long-term F-14 operations, and the hangar deck wasn’t tall or expansive enough to allow for proper maintenance functions.
On a frigid and deplorable-weather day in September 1982, however, an F-14 pilot made history and became a member of an exclusive naval aviator club. Rick Berg was a young Tomcat pilot who had just reported to Fighter Squadron 114 (VF-114) aboard the USS Enterprises (CVN-65). He found himself in a untenable situation during NORPAC 82, a large joint training exercise in the Northern Pacific, and was unable to return to his carrier. His only option, short of ejecting over icy waters just south of the Aleutian Islands, was Midway.
“The battle force exercise was designed to train more than 15,000 men in all-weather conditions,” said Rick, who had joined the Aardvarks of VF-114 only a month earlier. “Operations were conducted in a mixed-weather environment of low visibility and a ceiling with fog and icy conditions.”
The exercise included the carrier battle groups of both the Enterprise and Midway. Not surprisingly, the Soviet Union was keeping a close watch on theses naval operations with its Tu-95 Bear and Tu-16 Badger long-range reconnaissance aircraft. The Soviet planes were routinely intercepted by F-14s as well as F-4 Phantoms when they got too close to the ships in the task force.
“I was launched out on an alert to intercept an unidentified aircraft inbound to the battle group, said Rick. “The inbound aircraft was eventually identified as commercial traffic and we were directed to return to the carrier.”
During his flight, however, weather conditions around Enterprise had deteriorated rapidly. An ominous thick fog had formed below the cloud layer reducing visibility to less than 200 feet which was below the minimum acceptable visibility required to attempt a landing on the carrier. After “waving off” on a missed approach to the ship, Rick climbed above the clouds to await further instructions from the Enterprise’s air traffic controllers.
“My radar intercept officer (RIO) and I reflected on our options,” remembered Rick. “We discussed whether the ship could steam to an area with better visibility for us to have another chance to shoot an approach. The other option was less attractive – go for a swim in the 38-degree ocean with limited search and rescue support.”
As luck would have it, Midway, although operating covertly in emission control conditions (EMCON), was only 100 miles away. During EMCON conditions, only mission-essential and emergency communications are normally allowed. After some convincing by VF-114’s commanding and executive officers, the Enterprise’s commanding officer authorized sending a message to Midway requesting they set up to take Rick’s F-14, as well as another F-14 from Fighter Squadron 213 (VF-213) that was also unable to land back aboard Enterprise.
While preparations were being made, Rick turned a course for Midway. Although meteorological conditions at Midway were also worsening, the carrier steamed at flank speed to stay ahead of the fog to give the F-14s the best chance to land in the eroding weather.
Tension was high as Rick flew a challenging instrument approach to Midway. He recalled the relatively few number of carrier landings he had made in the F-14 during his young Navy carrier.
“I had logged 22 carrier-qualification landings on the USS Constellation (CV-64) and had logged 14 more landings on Enterprise,” reflected Rick. “I stayed focused and relying on excellent Navy training and helpful coaching from my RIO. We broke out (of the fog) just above minimums at approximately a half mile behind Midway.”
The visibility minimum needed to be able to trap on the carrier was 250 feet above the water. Rick’s Tomcat was cutting close, breaking out of the fog at just 260 feet.
“I was relieved to catch a wire,” said Rick. “My adrenaline was up a bit.”
Safely on the Midway’s flight deck, Rick’s emotions turned from relief to surprised jubilation.
“The flight deck was full of Midway spectators,” said Rick. “The executive officer of Fighter Squadron 161 (VF-161) greeted my RIO and I as we climbed out of the jet. Midway’s airwing commander presented me with a Midway Centurion Patch with both 00s crossed out with yellow stitching in VF-161’s ready room, and Midway’s commanding officer presented me with an engraved Midway lighter.”
Inscribed on the lighter was “LT Rick Berg, First F-14 Landing.”
“The feeling was gratitude for staying dry that day,” said Rick. “I was very appreciative of Midway’s crew for making it a successful arrestment.”
While the manner of his first arrival on Midway couldn’t have been more thrilling, his return to the ship, while every bit as enthusiastic, was somewhat more subdued. Rick recently rejoined the Midway family as one of the museum’s newest volunteer docents.
“It is fun to be back on Midway and remember what took place in September 1982,” said Rick, who has been a docent since August 2025. “I always had a desire to support Midway as it was repurposed into a museum. I feel fortunate that it was there when I needed it and I was able to stay out of the 38 degree water in the Northern Pacific Ocean.”
Although he’s only been back on board for several months, Rick revels in sharing insights about naval aviation and stories about his flying experiences in the Navy.
It’s more enjoyable to meet guests aboard Midway than I thought,” said Rick, who has already amassed more than 250 volunteer hours. “I get a great sense purpose and pride as a docent to give them information they could never find on their own.”
Ultimately for Rick, like an old friend who came to his rescue nearly 45 years ago, he’s grateful to be able to walk Midway’s decks once again.
“It’s good to be back,” said Rick with a smile.
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