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Youth

Kara Hultgreen was born on October 5, 1965 in Greenwich, Connecticut. Her mother, Sally Spears, was the daughter of a federal district court judge in San Antonio, Texas. Hultgreen's father, Tor Hultgreen, had immigrated to Vermont at age 15 with his family from Norway. Kara Hultgreen was the youngest of three daughters. Her sister, Dagny, was three years older and middle sister Kirsten was 21 months older. Hultgreen's father sold wood pulp to paper mills.

In 1967, the family moved to Lincolnshire, Illinois and then, in 1973 to Oakville, Ontario, Canada. Hultgreen's parents both worked for the same company in Toronto, and were typically away from the house from 7 a.m. until after dinner time. To care for the children their parents employed a succession of housekeepers. Because of her parents' busy work schedules, Hultgreen described herself as a "self-raised child."

During their youth, sibling rivalry often pitted Hultgreen against her two older sisters. On one occasion, when Hultgreen was nine years old, her sisters locked themselves in the family room behind a heavy glass door and told Hultgreen that she wasn't allowed to enter. Angry, Hultgreen took a running start and leapt at the glass with her arm over her face. She crashed through the door and landed, uninjured, on her feet on the other side. Hultgreen's mother described it as a "defining moment" for her daughter, instilling in Hultgreen a feeling of invincibility and a refusal to be cowed by power or authority.

In 1976, Hultgreen's mother took up residence in an apartment in Toronto, although she would return to stay at the family home in Oakville whenever her husband was traveling for business. Due to their parents' absences, the three young Hultgreen daughters mainly ran their own lives. When Hultgreen was 12, she asked her father to rent a horse for her. She traveled the several miles by bus and bicycle every day to ride, feed, and groom the horse. Later, Hultgreen entered equestrian shows without assistance or support from her family. In addition, she competed in swim team and water polo in the ninth and tenth grades in high school.

In 1981, Hultgreen and her sisters moved with their mother to Alamo Heights, Texas. Now in her junior year (11th grade) in high school, Hultgreen lettered on the varsity women's basketball team at Oakville Trafalgar High School. When women's basketball was disbanded after that season, the next (her senior) year, Hultgreen lettered on the varsity women's tennis team, even though she had never played tennis before. She was elected to the National Honor Society, served as president for the local chapter of the Junior Engineering Technical Society, and was a member of the Social Studies Honorary Society. Hultgreen's parents divorced in January 1983.

University

According to Hultgreen, she had decided at a young age to become an astronaut. Nearing graduation from high school in 1983, she perceived that the best course of action to realize her goal was to become a military pilot. After reading the book The Right Stuff, Hultgreen felt that being a US Navy pilot was the best option, and applied for and received an appointment to the United States Naval Academy. Hultgreen was ranked 97th on the list of female applicants for that year's freshman class at the Academy, but the school only took the top 94. Hultgreen later stated that it was probably for the best that she had not attended the Academy, because most of the women she later met who had graduated from there had been "made cynical" about the Navy because of what they had experienced at the school.

Hultgreen enrolled in the University of Texas and selected aerospace engineering as her major. While taking a full course load, she worked part time at Tracor, and initially rode her bicycle several miles between the school and work. She graduated in 1987 with a 3.3 out of 4.0 grade point average.

Navy commission and flight training

During her senior year at university, Hultgreen applied for and was accepted into the Naval Aviation Officer Candidate School. She attended the school in Pensacola, Florida from July-November 6, 1987. Hultgreen was one of only ten of the original 34 students in her class to graduate on time (the rest either dropped back to later classes or washed-out altogether). During the course, she won the class 1-mile swim competition and was the only female candidate in two years to make it over the 12-foot wall on the obstacle course. Hultgreen was recognized as a Distinguished Naval Graduate, earning her a regular rather than the usual reserve commission as an ensign in the Navy.

Hultgreen attended primary flight training at Naval Air Station Corpus Christi from January until May of 1988. She soloed in the Beechcraft T-34 Mentor trainer on March 25, 1988. Graduating in the top 10% of her class, Hultgreen was one of only five female pilot candidates selected by the Navy that year to fly jet aircraft.

Hultgreen entered jet pilot training in August 1988 at Naval Air Station Chase Field, Beeville, Texas. Flying the North American T-2 Buckeye, she qualified in aircraft carrier landings on the USS Lexington (CV-16) on January 26, 1989. Afterwards, Hultgreen was profiled in the November-December 1989 issue of Women in Aviation magazine.

Hultgreen moved to advanced training in the Douglas A-4 Skyhawk and, in August 1989, received her winged insignia as a qualified naval aviator, graduating in the upper third of her class. At this time, women were barred by Title 10 of the United States Code from serving on combat ships, which meant that she could not receive an assignment to a fleet squadron. Instead, Hultgreen was assigned to Tactical Electronic Warfare Squadron VAQ-33, flying the Grumman A-6 Intruder, out of Naval Air Station Key West, Florida.

VAQ-33

Training and duties

Hultgreen attended electronic warfare school in Pensacola, then Survival, Evasion, Resistance and Escape training in November 1989 at Naval Air Station Brunswick, Maine. Afterwards, she learned to fly the A-6E in a fleet replacement squadron at Naval Air Station Oceana, Virginia, beginning in February 1990. Because she could not serve in a combat position, Hultgreen was not given training on the A-6 in weapons, air combat maneuvers, or carrier landings, meaning she would report to her squadron without as many flight hours in the A-6 as her male peers.

EA-6A from VAQ-33 visiting NAS Chase Field in Beeville, Texas, 20 October 1992.

The VAQ-33 "Firebirds" squadron at Key West was tasked with training US and NATO naval ships and aircraft in combating electronic warfare, such as electronic communications jamming. The squadron also electronically simulated enemy attack tactics, weapons, and firing systems. The squadron was equipped with several different types of aircraft, including Douglas A-3 Skywarriors and Lockheed P-3 Orions in addition to the EA-6As that Hultgreen would pilot. Many of the aircraft were old and scheduled for retirement within the next 2-3 years.

Hultgreen reported to VAQ-33 at Key West in March 1990. At that time, the squadron had four other female pilots and two female naval flight officers (NFO). One of the female pilots was Sue Still, who later became a space shuttle astronaut. One of the reasons the Navy sent female aircrew to shore-based training squadrons like VAQ-33 was to free up male pilots for fleet assignments.

On fleet training missions, Hultgreen, piloting the EA-6A, often flew out of Navy bases along the east coast of the US and in Puerto Rico. In addition, she flew on cross-country trips to the US west coast and Hawaii. Because of maintenance issues with the squadron's aging aircraft, however, Hultgreen's flight hours during her first year with the squadron were low, including four months in which she flew less than 10 hours. In comparison, fleet pilots usually averaged 25-30 hours of flight time a month. In addition to her flying duties, Hultgreen served as the unit's public affairs officer and later in the aircraft maintenance administration office. She was disappointed to have to watch the January-February 1991 Gulf War aerial offensive from Key West without being able to participate, as VAQ-33 did not deploy to the conflict area.

During her off-duty time Hultgreen participated in local activities including boating, snorkeling, fishing, swimming, picknicking, golf, and tennis. She also experienced, with her single squadron friends, the local Key West nightlife and restaurants. Within the squadron, Hultgreen was known for her TV and movie impressions, often portraying characters or recreating sketches from Monty Python, the film "Princess Bride," or Saturday Night Live.

Flying squadrons in the US military have a custom in which the pilots give each other nicknames, called call signs. Hultgreen's initial call sign was "Boo," a play on her name Kara, as in "Karaboo" (caribou). Later, her call sign was changed to "Hulk" as a play on her last name as well as a reference to her 5'10" height and athletic frame. Sometime later her call sign was changed again, to "Fang." The last call sign was a reference to a quote she gave during a television interview in which she said, "My fangs can grow as long as anybody else's when the time comes. And, I mean, I don't like to lose." Hultgreen liked all three call signs.

Perhaps because of the presence of other female aircrew in the squadron, Hultgreen did not feel that there was much, if any, sexist discrimination from the unit's male officers. In fact, Don Foulk and Bruce Nottke, the squadron's commander and executive officer when she arrived in 1990, enjoyed "showing off" the unit's female aviators to visiting dignitaries and the media. Likely due to a combination of her outspoken personality, physical appearance, and job as the unit's public affairs officer, Hultgreen received extra attention from the media. Her interactions with outside visitors and media representatives was soon called the "Kara show" by other members of the squadron.

Hultgreen did encounter some hostility from other aircrew in the squadron, mainly lieutenant commanders (O-4) and her third (1992) and fourth (1993) squadron commanders. Hultgreen told friends and family, and recorded in her diary, that she thought they may have perceived her as being overly confident, brash, disrespectful, and perhaps arrogant. The animosity likely affected the reactions to several training incidents Hultgreen was involved in during her time in the squadron.

Squadron scheduled to transition from A-6 to F-18 in October '91 so thinks she will be in F-18 soon. Spears, p. 53

Vertigo incident Spears 84-87. Failed training mission, Spears 88-90. Hostile group grilling over both Spears 91-94 continued hostility from some senior sq members but leader defends Spears 97 Falsely blamed for wings overstress Spears 117-121 end of 1991 forgets to schedule annual swimming and physical fitness test/qual and is scrubbed from deployment/detachment Spears 139

taxiway landing then wing-folding incident Spears 131-135

July '92 flaperon roll incident; approach roll incident, Spears 159-161

Spring '92 Navy decides not to change to F-18 for electronic warfare mission, instead converting more A-6s to EA-6As. Result is more flight time for Hultgreen but disappointed by no F-18 opp Spears 151

Gear incident, Oct '92 Spears 177-181 video shown around navy Spears 215

Wing strike incident Mar '93 Spears 211-213

Human factors board 20 Apr '93 Spears 220-226

promoted to lieutenant August 91 Spears 126

Tailhook '91

Tailhook incident with Ibbotson; flag panel question Spears 126-130

Combat campaign

Letter-writing campaign, Spears 105, 106, 205; comm w/ Rosemary Mariner Spears 121

Takes leave to attend congressional delegation, in uniform, in DC July 1991 Spears 115

Every quarter submits preference card Spears 136-137 Turns down offer to be first woman to fly EA-6B Spears 137

Feb '92 confrontation in PR officers club Spears 145-146

NBC interview Jan '93 Spears 192-196

Apr '93 attends DACOWITS meeting Spears 208-210

28 Apr '93 DoD and Navy announcement, days later assignment to Miramar Spears 227-228

Meticulous record keeper and journal writer, kept letters and cards, Spears, p. ix

Told family at young age, "I'm going to be famous. It's my density" (deliberately misstating last word) Spears, p. ix

After crash, squadron sent mother remade flight helmet, saying "Revlon" on the back. Also, flight jacket recovered from the crash Spears, p. 1

Scorpio II used in recovery Spears, p. 1

VAQ-33 callsign was "Hulk" because of her height and strength, and a play on her last name. Spears, p. 2

light brown eyes with gold flecks, honey brown hair Spears p. 2

Reported for duty at F-14 fleet replacement squadron (213) at Miramar in flight suit with full makeup, false eyelashes, mascara, blusher, and lipstick because was scheduled for TV interview later that day. Rationale for callsign "Revlon." Spears, pp. 2-3

Mike Galpin 213 squadron commander Spears, p. 3

Crash tape, from PLAT, shown to family at admiral Bowman's office at Pentagon. Dad not present as didn't wish to see it Spears, p. 3

Turns to approach at 1.1 miles instead of preferred 1.2 miles. Last transmission is "140 degrees, 450 ft., 5 knots fast, Roger" Is right of centerline after turn. LSO tells her to correct to the left. She hits left rudder and left engine stalls. Hits power and nose comes up (angle of attack). Klemish hears pop and plane starts to roll. Hits eject. All within 2-3 seconds. Spears p. 4-5

Lieutenant Matthew Klemish radar intercept officer (RIO). Says he hit eject before LSO said to. Ejection sequence blows RIO to the left of center, pilot to the right. Picked up by helicopters within about 3 minutes. Flown together 8 times during 2 weeks before crash. Spears, pp. 4-5

Plane was at 70 degree left angle when Hultgreen ejects. Straight into the water. Capt E. R. Ghent did autopsy, found multiple blunt force injuries, but spinal cord was intact, no craniocerebral trauma, great vessels, heart, and lungs were undamaged. Dragged down by seat and drowned. Quote. Spears, p. 6

Arlington funeral Spears, pp. 6-9

Still later carried Hultgreen's miniature gold naval aviator wings into space on Columbia 4 Apr 97 Spears, pp. 55-57

References

• Kilian, Michael (July 15, 1997). "Navy Returns Grounded Female Pilot to Air". Chicago Tribune. Chicago. Retrieved June 25, 2020.
• McMichael, William H. (1997). The Mother of All Hooks: The Story of the U. S. Navy's Tailhook Scandal. New Brunswick, New Jersey: Transaction Publishers. ISBN 1-56000-293-X. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help)
• Office of the Inspector General (OIG or DoDIG), United States Department of Defense (1993). The Tailhook Report: The Official Inquiry into the Events of Tailhook '91. New York: St. Martin's Press. ISBN 978-0-312-10329-3. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help)
• Priest, Dana (June 21, 1997). "Grounded Female Navy Pilot is Returned to Flight Status". Washington Post. Washington, D.C. Retrieved June 25, 2020.
• Reza, H.G. (March 22, 1995). "Navy Pilot's Errors Contributed to Fatal Crash, Report Says". Los Angeles Times. Los Angeles. Retrieved June 25, 2020.
• Spears, Sally (1998). Call Sign Revlon: The Life and Death of Navy Fighter Pilot Kara Hultgreen. Annapolis, Maryland: Naval Institute Press. ISBN 1-55750-809-7. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help)
• Steele, Jeanette (September 12, 2011). "Twenty Years after Tailhook, a Changed Navy". San Diego Union Tribune. San Diego. Retrieved June 16, 2020.
• Vistica, Gregory L. (1997). Fall From Glory: The Men Who Sank the U.S. Navy. New York City: Simon & Schuster. ISBN 0-684-81150-2.
• Zimmerman, Jean (1995). Tailspin: Women at War in the Wake of Tailhook. New York: Doubleday. ISBN 0-385-47789-9. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help)